CITY AND GATEWAY DRAFT URBAN DESIGN FRAMEWORK MARCH 2018 © Australian Capital Territory, Canberra 2018 This work is copyright. Apart from any use as permitted under the Copyright Act 1968, no part may be reproduced by any process without written permission from:

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FOREWORD...... 1 ACCESS AND MOVEMENT...... 41

EXECUTIVE SUMMARY...... 2 STRATEGIC TRANSPORT NETWORK...... 42 A PEOPLE-FIRST APPROACH...... 44 PURPOSE OF THE FRAMEWORK...... 2 STRATEGIC WALKING NETWORK...... 45 URBAN BUILT FORM...... 2 STRATEGIC CYCLING NETWORK...... 46 ACCESS AND MOVEMENT...... 2 STRATEGIC ROAD NETWORK ...... 49 BETTER PLACE AND ACTIVE STREETS...... 3 SUSTAINABLE COMMUNITIES AND URBAN CULTURE...... 3 BETTER PLACES AND ACTIVE STREETS...... 55

INTRODUCTION...... 5 WHAT IS PLACE MAKING?...... 55 WHAT MAKES GOOD PLACES AND STREETS?...... 56 PURPOSE OF THE FRAMEWORK...... 5 NORTHBOURNE PLAZA...... 58 PLANNING CONTEXT...... 6 REVITALISE HAIG PARK...... 59 STUDY AREA...... 8 ECONOMIC GROWTH...... 8 SUSTAINABLE COMMUNITIES AND URBAN CULTURE...... 63 SPATIAL FRAMEWORK...... 9 VISION...... 11 STRATEGIC GOALS...... 11 URBAN RENEWAL PRINCIPLES ...... 11

URBAN BUILT FORM...... 13

RESIDENTIAL CAPACITY...... 13 PREFERRED URBAN FORM AND RENEWAL APPROACH...... 14 APPROACH TO THE NATIONAL CAPITAL...... 17 GATEWAY PRECINCTS...... 18 URBAN DESIGN GUIDANCE...... 26

INTRODUCTION

FOREWORD

New development and urban renewal of Canberra’s gateway corridor to the city centre, through the Federal Highway and Northbourne Avenue, creates a once in a lifetime opportunity to lay the foundations for a new trajectory of sustainable growth and contemporary urban life.

Cities around the world are measured on how well they support healthy, vibrant and productive lifestyles. With new development along the corridor and in the city centre, opportunity exists to shine a light on a ‘grown up’ Canberra that confidently complements its symbolic and functional significance as the Nation’s Capital with sustainable urban design for an improved user experience and sense of identity.

This City and Gateway Draft Urban Design Framework sets out the principles on how to achieve well designed buildings, urban infrastructure, public places and streets that all have one thing in common – they are designed for people and protect the environment. This Framework guides ongoing development and urban renewal to ensure it benefits all Canberrans. It will deliver a city centre and gateway corridor that all Canberrans will be attracted to because of the improved quality of the public realm and buildings and the additional employment and recreation opportunities. Sustainable transport options will also mean that more people can access our city more easily with more spaces for pedestrian and business activity.

A city of design excellence attracts talent and allows residents more choice in their lifestyle – how and where they live and the places they visit, work and socialise in. Good urban design has people at the forefront and will ensure Canberra continues to be recognised as a liveable, innovative and prosperous place where local urban culture, entrepreneurship and diversity is nurtured in harmony with the natural environment.

Mick Gentleman MLA Terry Weber Minister for Planning and Land Management Board Chair, National Capital Authority

March 2018

1 EXECUTIVE SUMMARY

The Australian Government through the National Capital Authority (NCA), and the ACT Government share planning responsibility in the ACT. The City and Gateway Draft Urban Design Framework (the Framework) has been jointly prepared by the NCA and ACT Government to set the principles for development and growth in the city centre and along the gateway corridor of Northbourne Avenue and Federal Highway.

Urban renewal and continued growth along this corridor and in the city centre provide a unique opportunity to revitalise central Canberra, demonstrate design excellence and celebrate Canberra’s unique landscape character while placing more value on human scale public places that prioritise pedestrians, cycling and public transport. It will enable more people to live and work close to sustainable transport options, services and infrastructure.

Figure 1 A FRAMEWORK FOR A COLLECTIVE VISION AND PRINCIPLES PURPOSE OF URBAN BUILT FORM THE FRAMEWORK URBAN Canberra’s unique landscape character and innovative, BUILT FORM sustainable design of buildings are celebrated through The Framework sets expectations and guides revised planning and design principles. future planning controls, development and urban renewal along the gateway corridor into The transition from the rural bushland to the city centre the city centre to achieve a unified landscape is articulated through distinct character areas that signal character and built form outcome. the approach to the National Capital. These different character areas reflect how the landscape character The collective vision and principles for this key blends with the respective urban form. For each VISION AND corridor in Canberra draw upon the legacy of character area, there is planning and design guidance PRINCIPLES historic planning and contemporary design. To on the requirements for building setbacks and heights, ensure broader urban renewal and community SUSTAINABLE ACCESS AND landscape zones and building interfaces. COMMUNITIES AND MOVEMENT benefits are achieved through development, URBAN CULTURE including new business and lifestyle By mandating mid-block pedestrian and cycle paths opportunities, and to inform the development through blocks facing Northbourne Avenue, improved east- of an infrastructure plan, the planning policy west access and permeability of sites can be achieved. context is set out along four major planning Over time, there will be privately leased sites that may be BETTER PLACES themes: AND ACTIVE STREETS considered for rezoning for mixed use development to →→ urban built form, enable more diversity in land use. →→ access and movement, →→ better places and streets, and ACCESS AND MOVEMENT →→ sustainable communities and urban culture. Developing an integrated transport network responds to growing demand and the need to provide convenient travel choices in addition to the private motor vehicle.

A people-first approach will place more value on getting the best outcome for pedestrians, cyclists and public transport in this important urban renewal corridor.

Light rail, integrated with the bus network, will provide frequent, reliable and high-amenity public transport.

2 CITY AND GATEWAY DRAFT URBAN DESIGN FRAMEWORK INTRODUCTION

Improved walking and cycling connections for all ages Following consultation on the Framework, it is and abilities will also increase options for sustainable SUSTAINABLE COMMUNITIES anticipated that both the NCA and ACT Government movement along the corridor, especially for short trips. AND URBAN CULTURE through the Environment, Planning and Sustainable Development Directorate (EPSDD) prioritise changes to Changes to Canberra’s wider road network will reduce their respective plans that respond to the community through-traffic by encouraging drivers to use alternative Providing diverse open spaces and developments with and Framework’s objectives. Any changes to the planning routes, including the peripheral parkway system. This cultural and recreational facilities support a vibrant, diverse provisions are subject to further consultation. will create the opportunity to design Northbourne and connected community. A wider variety of cultural Avenue and city streets for people and activities rather activities and a stronger evening and night-time economy is than just for cars. supported by renewing public spaces and buildings. INFRASTRUCTURE An Infrastructure Plan has been developed to ensure Active living for improved health and wellbeing requires the corridor maximises the benefits of light rail, is fit for BETTER PLACE spaces that enable workers, residents and visitors purpose and can accommodate increased densification. to incorporate physical activity into their daily lives. AND ACTIVE STREETS This includes proposed upgrades to pedestrian and Collaborative planning and delivery is required to cycle routes to enable alternative transport options, enable facilities and services to adapt and expand to Place making principles help guide the design of stormwater and a renewed focus on open space and meet changing community needs. inclusive, safe and inviting urban streets, public places public realm to encourage active living for healthy and open spaces. City-shaping moves for a series of Urban renewal provides the opportunity to make communities. strategically important public places and open space efficient and attractive housing choices available to a corridors will create destinations and help bring these broad cross-section of Canberrans regardless of age, IMPLEMENTATION AGENCIES places to life. household size or tenure. It will also help contribute to The Transport and City Services Directorate (TCCS) and a zero emissions city that remains highly liveable in a The section of Northbourne Avenue between the the City Renewal Authority (CRA) have leading roles in changing climate. heritage-listed Sydney and Melbourne buildings is implementing and maintaining the physical changes located next to the Alinga Street light rail stop and can to the corridor. This includes management of new provide a better sense of arrival in the city centre. This PROPOSED STEPS development, construction of the light rail scheduled for involves widened verges to increase the necessary space commencement in late 2018, active travel infrastructure for pedestrian activity and cycling, outdoor cafes and TO IMPLEMENTATION upgrades, improvements to the open space in Haig Park shade trees. PLANNING CONTROLS and along Sullivans Creek, stormwater upgrades and land release. A series of destination parks in strategic locations such as Implementation of the Framework will require changes Haig Park and Sullivans Creek will improve recreational to the planning provisions along the corridor. The dual opportunities for residents and better connect cyclists planning controls of the National Capital Plan and and pedestrians to the city centre with safe and Territory Plan require changes to both plans to ensure continuous links. they are consistent in accordance with the Planning and Development Act.

3 ‘...WHAT THE 'BUSH CAPITAL' LACKS IN BIG-CITY TOUSLE, IT MAKES UP FOR IN BIG-SKY BEAUTY, BREEZY CIVIC PRIDE AND A DECIDEDLY HIPSTER UNDERBELLY’ NEW YORK TIMES, EMMA PEARSE, 5 JUNE 2014

4 CITY AND GATEWAY DRAFT URBAN DESIGN FRAMEWORK INTRODUCTION INTRODUCTION

The City and Gateway Draft Urban Design Framework (the Framework) has been jointly prepared by the National Capital Authority (NCA) and ACT Government to set the principles for development and growth in the city centre and along the gateway corridor of Northbourne Avenue and Federal Highway.

Canberra’s main avenues and approach routes have historically been subject to rigorous planning scrutiny by the NCA, and care has been taken to ensure suitably high standards of development and landscaping. A traveller’s first perception of a city’s character is gained upon approach and arrival. Design policies can ensure that travellers are immediately aware of the special symbolic and functional significance of the National Capital.

Urban renewal along this corridor and in the city centre provide a unique opportunity to revitalise central Canberra, demonstrate design excellence and celebrate Canberra’s unique landscape character while placing more value on human scale public places that prioritise pedestrians, cycling and public transport. PURPOSE OF THE FRAMEWORK

The City and Gateway Draft Urban Design Framework sets expectations and guides future development and urban renewal of the corridor. It will ensure a unified landscape and built form outcome that responds to vision, place, community, character and function.

The Framework provides a collective long-term (2030+) vision and principles for this key corridor along four major planning themes, drawing upon the legacy of historic planning and contemporary design:

→→ URBAN BUILT FORM →→ ACCESS AND MOVEMENT →→ BETTER PLACES AND ACTIVE STREETS →→ SUSTAINABLE COMMUNITIES AND URBAN CULTURE

The Framework sets the policy context for the city and gateway corridor and informs the development of an infrastructure plan to ensure broader urban renewal and community benefits are achieved, including new business and lifestyle opportunities. It integrates existing government initiatives with long-term growth management and city shaping strategies and capitalises on the investment in Light Rail Stage 1.

5 PLANNING CONTEXT

The Australian Government through the NCA, and the ACT Government share planning responsibility in the ACT. This includes a joint interest in and responsibility for development of the city centre, Northbourne Avenue and Federal Highway corridor. The NCA develops planning policy for their areas of responsibility, while the ACT Government implements this policy through NATIONAL CAPITAL PLAN the development assessment process and undertakes The NCP is the strategic plan for Canberra and the Territory. planning for the remainder of the Territory. It ensures that ‘Canberra and the Territory are planned and developed in accordance with their national significance’. The The role and responsibility of the NCA includes planning and design of the NCP defines areas that have the special characteristics of the areas of special national significance within Canberra. Areas for which the NCA National Capital to be ‘Designated Areas’. Having regard to has planning responsibility include main avenues and approach routes. The approach routes and main avenues, the objective for planning Federal and Barton Highways form a principal northern approach route to the and development is to establish and enhance the identity of the Capital, transitioning into Northbourne Avenue. The NCA’s planning framework approaches to the Central National Area as roads of national ensures that the bush capital character of the city is preserved. significance and, where relevant, as frontage roads for buildings The NCA has established design policies intended to guide development of which enhance the National Capital function and as corridors for the main avenues and approach routes to ensure the special significance of a possible future inter-town public transport system. the approach to the National Capital is protected. These policies, contained There are some areas outside of the ‘Designated Areas’ that within the National Capital Plan (NCP), provide for: are important to the National Capital but not to the extent →→ marking the boundary of the ACT of Designated Areas. These areas are subject to Special Requirements additional to the requirements of the Territory Plan. →→ establishing a clear and identifiable route from the boundary to the symbolic centre of the city, by providing visual cues and strong structural links, for example, avenue planting THE TERRITORY PLAN →→ building up expectations by progressively formalising The objective of the Territory Plan is to ensure, in a manner not the design character as travellers approach the Central National Area inconsistent with the National Capital Plan, the planning and →→ enhancing views to recognisable and popular images of the National development of the ACT provide the people of the ACT with Capital so as to further build expectation and define the approach an attractive, safe and efficient environment in which to live, →→ ensuring that the structure, detailing and signage is consistent along each work and have their recreation. Outside the Designated Areas approach route into the National Capital. identified in the National Capital Plan, development approval is the responsibility of the ACT Government’s planning authority The implementation of the Framework will require changes to the NCP, Territory and subject to the Territory Plan. Plan and Development Control Plans (DCP) to guide sustainable design Changes to the planning controls as guided by this Framework outcomes in development. will require a variation to the Territory Plan with changes to relevant Precinct Codes.

6 CITY AND GATEWAY DRAFT URBAN DESIGN FRAMEWORK INTRODUCTION

DEVELOPMENT THE GRIFFIN PLAN ACT GOVERNMENT CONTROL PLANS FOR CANBERRA CATALYST PROJECTS The NCP sets out Special Requirements for Walter Burley Griffin and Marion Mahony Griffin’s plan for Change is happening with the first stage of light rail development of areas in the interests of the National ‘the ideal city’ envisaged a place where the city and its linking Gungahlin, Canberra’s fastest-growing residential Capital that are not ‘Designated Areas’. These areas landscape setting were in harmony. district, to the city centre with high-frequency light rail include land fronting the Main Avenues and Approach services. The light rail will join the Federal Highway at Griffin’s plan for Canberra created a showplace for the Routes to the National Capital. Exhibition Park and run along Northbourne Avenue to nation: a ‘great democratic city’ intended to provide a the city centre. The introduction of light rail is a strong In general, Special Requirements require the preparation high quality of life for all of its citizens. Elements of the catalyst for encouraging urban renewal, sustainable of DCPs which are approved by the NCA to guide plan reflect these ideals, with generous provision of development and new investment in the city and development in association with the Territory Plan. public open space, recreation and sporting facilities, gateway corridor. cultural institutions, grand vistas and commemorative Northbourne Avenue is subject to Special Requirements, landmarks. The influence of contemporary planning As part of the Commonwealth Government Asset however a DCP is not required. The NCA’s interests in this and design ideologies at various stages of the city's Recycling Initiative (ARI), the ACT Government is avenue are reflected in a series of principles and policies evolution, combined with changes in its leadership embarking on the largest renewal of old government contained within the NCP. and governance, have resulted in a multi-layered buildings and public housing in the history of self- The subject sites are adjacent to: and responsive planning framework. The Griffin plan government. Outdated government buildings and continues to provide the underlying blueprint and soul public housing are being replaced with quality →→ Northbourne Avenue, which is a Main Avenue as of the city, and ideas developed in successive planning modern accommodation. This will open up key sites defined in the NCP; initiatives continue to be influential in current planning in the gateway corridor for urban renewal, creating →→ the Federal Highway, which is an Approach Route as policy, including: opportunities to re-imagine and redevelop significant defined in the NCP; parts of the corridor. →→ The Future Canberra (1965) Special Requirements for Main Avenues and Approach →→ Tomorrow's Canberra (1970) introducing 'new towns' Routes under the section Character Precincts apply to and the Y-Plan the NCP in the Design Guideline Area. This Framework →→ The Griffin Legacy (2004) document shall be read in conjunction with the NCP, any associated DCP and Precinct Code in the Territory Plan. Griffin’s plan was intended to be enduring and provide a robust framework that would support the city’s growth in changing conditions. It was to be resilient and provide flexibility in changing needs in areas such as technology, demography, economics and other behaviour patterns. Canberra’s structure reflects many components of the plan, however a number of its aspirations were never fully realised. Alterations to the plan, new plans and changing social trends over the past century have continued to influence the refinement of the planning framework, a process that must continue in order to ensure Canberra remains relevant, competitive and liveable.

7 STUDY AREA Map 1 STUDY AREA

The study area (Map 1) considered during this planning exercise includes the city centre and the linear corridor roughly 1km east and west of Northbourne Avenue (the city and gateway corridor), extending from Lake Burley Griffin to the Federal Highway up to the ACT border. The study area is characterised by a mix of residential, commercial, community and open spaces throughout the corridor.

While the study area boundary defines the scope of analysis for the Strategy, it is important to note that the transport and movement strategy takes into account the broader metropolitan context of Northern Canberra, including the peripheral arterial network of Gungahlin Drive and Majura Parkway.

Key elements of proposed planning strategies are articulated in the Spatial Framework map (Map 2). ECONOMIC GROWTH 1

Canberra’s population growth is anticipated to reach around half a million people by 2031. The population of the city and gateway study area, currently about 54,000, is projected to reach 71,000 by 2030. 2

Population growth in the city and gateway corridor must be carefully managed in a way that builds, rather than diminishes, the attractiveness and liveability of our city. 3 City shape and built form play an important role in the way people perceive a place, move around and experience the urban environment.

There is great scope to transform existing sites and develop vacant ones to support 4 5 and drive the resulting residential, employment, retail and tourism growth. Providing a wide variety of housing, services and facilities will create a more diverse urban community and generate economic benefits. 6 Table 1 ESTIMATED POPULATION GROWTH IN THE CITY AND GATEWAY STUDY AREA 7

ESTIMATED POPULATION STUDY AREA 2016 2031 CHANGE BETWEEN 8 2016 AND 2030 9

City, Acton, Reid and southern Braddon 9,050 15,200 6,150 Corridor along Braddon, Turner, O’Connor, 13,100 16,500 3,400 Lyneham, Dickson Corridor along Downer, 7,500 11,600 4,100 Watson, Lyneham and Mitchell Surrounding areas of Inner North adjacent to 24,500 28,000 3,500

study area boundary Study Area 1. EPIC 4. O’Connor 7. Braddon Total study area and surrounding areas 54,150 71,300 17,150 City Renewal Authority 2. Downer 5. Ainslie 8. City Centre area of responsibility 3. Dickson 6. Haig Park 9. ANU NCA area of interest Source: ABS and EPSDD 2016

8 CITY AND GATEWAY DRAFT URBAN DESIGN FRAMEWORK INTRODUCTION

Map 2 SPATIAL FRAMEWORK

SPATIAL Light rail alignment Light rail alignment Light rail station Dickson Urban Village Macarthur Urban Village Sullivans Creek Cycle Path City Centre Government Renewal Sites FRAMEWORK Major Development Sites

Future Investigation Areas Active Travel Streets Sullivans Creek Cycle Path Active Travel Streets East-West Active Travel Connectors The Spatial Framework map (Map 2) sets out the long-termGarden City Cycle Route Garden City Cycle Alternate Route Green space Y Garden City Cycle Route proposed structure of the city and gateway corridor.Sports It and shows recreation A Universities W Schools H how land use, public domain and connections could be G I Alternative Garden City H

L Cycle Route arranged and delivered. The Spatial Framework map articulates A R E D an integrated vision for this key corridor, drawing upon the E Light rail station F National Capital’s rich planning legacy and bringing key ACT B A R Transport interchange T O Government initiatives together. N H I G H City Centre W A Y Northbourne Avenue and Federal Highway form a central spine Dickson Urban Village through Canberra’s Inner North. The introduction of light rail, Macarthur Urban Village combined with coordinated renewal activity could support the DOWNER Major development sites long term revitalisation of the corridor to achieve the following strategic outcomes: Future investigation areas

T Government renewal sites → Sullivans Creek forms the spine of an integrated mesh of R E E → S T I L L A N T Green space parks and green spaces that connect the urban villages of the limestone plain between Mount Ainslie and Black Mountain. Sports and recreation

→→ Northbourne Avenue and its light rail stations are the focus DICKSON Universities/CIT

E U of urban intensity, creating a distinctive approach to the N E V Schools A A National Capital and a sequence of progressively urban R U J A places that link the surrounding bush and grassland to the O’CONNOR M urban heart of Canberra. →→ The city centre is the strategic central focus of Canberra, M A C A R T H U R A V E and the northern apex of the national triangle. It is a place

that complements the wider network of town centres and AINSLIE showcases the increasingly cosmopolitan city life that Canberra is known for.

L I M →→ Canberra is recognised as a city that promotes walking and E S T cycling for recreation and commuter purposes. Its highly O N E

efficient public transport and road network underpins A V E the city’s polycentric structure and provides direct and N U convenient access between the villages, centres and E K E E destinations of Canberra. C R

S N →→ Complementing the city’s distinctive green spaces and A V I

L generous tree lined streets, a network of vibrant laneways, L U S urban rooms and people places are the cradle of Canberra’s liveliness. REID ACTON

P A R K E S W A Y

9 AREAS OF FUTURE CHANGE Map 3 identifies the areas for proposed future changes to planning controls as articulated in the strategies for Urban Built Form (p.13). The map highlights the NCA’s areas of responsibility and the Territory Plan Zone areas in the city and gateway corridor.

Map 3 APPLICATION AREAS FOR FUTURE REVISED PLANNING CONTROLS

RZ1: Suburban  B RZ3: Urban A R T O N H RZ4: Medium Density I G L H I G H W A Y H A W WATSON A CZ1: Core Y DER FE CZ2: Business

CZ3: Services

DOWNER CZ5: Mixed-use

CZ6: Leisure and Accommodation T REE NUZ1: Broadacre LYNEHAM S T I LL  A N T NCA Area of interest

DICKSON

A V E N U E A

AJUR

UE M

N

VE

MACARTHUR A V E N UE A AINSLIE

O’CONNOR

OURNE

B

ML I E

NORTH

S T O N E

A VE N U E B A TURNER BRADDON R R Y D R I V E

C E O V I O R Y D O N S G S K O E S T C R E R S ’ R

S N ACTON E CITY E

E A V T I L I N U L CENTRE S U C O N S L REID C T I T U T E S W A Y I O R K N A V E N A LAKE P U BURLEY E GRIFFIN

10 CITY AND GATEWAY DRAFT URBAN DESIGN FRAMEWORK INTRODUCTION VISION STRATEGIC GOALS

Informed by the community, the →→ an identifiable approach, which increases in formality as it →→ Northbourne Avenue as a transit boulevard supporting Framework is underpinned by the gets closer to the city centre and Central National Area, and increased passenger capacity and reduced through-traffic following vision: which clearly signifies the symbolic and functional roles of over time while ensuring the continued effective function of the National Capital; the Main Avenues and Approach Routes; A renewed city and gateway → a renewed city and gateway corridor with easy to access, → a sustainable and balanced movement network with greater corridor will create a distinct → → people-first destinations that offer unique business emphasis on pedestrians, cyclists and public transport users; sense of arrival in the National opportunities and a wide range of lifestyle options for diverse Capital and Canberra’s →→ a landscape setting and green open space network for communities and a distinct urban culture; climate control and improved liveability, recreation and play; liveability will continue to be →→ a design-led approach to development and urban renewal and highly recognised nationally with a focus on high-quality interfaces between built and internationally, promoting →→ works within and adjacent to the road reservations are form and urban landscapes, and with outcomes- and carried out to the highest standards, reinforce and, where our city as a place for business, performance-based planning controls to guide design possible, express the integrity of the Griffin Plan’s visual education, art and urban excellence, housing choice and sustainability innovation; structure by strengthening the geometry and form of main culture. →→ the city centre as the cosmopolitan heart of Canberra with avenues, vistas and public spaces. a clear sense of arrival and better place making to make the public realm and city destinations more inviting for people to visit, linger and interact; URBAN RENEWAL PRINCIPLES

Urban renewal principles are drawn from the conversation with the community and underpin the vision for the corridor and articulate the desired outcomes for development and urban renewal of the city and gateway corridor:

RENEW REVITALISE FOSTER STRENGTHEN the city centre as the CBD Northbourne Avenue as a network of urban villages Canberra’s unique landscape and cosmopolitan heart of a world-class boulevard around Macarthur and setting and bush capital Canberra. supporting sustainable Dickson light rail stops, each character for improved modes of transport. with a distinctive character liveability and reduced and sense of place. heat sinks.

INVEST DELIVER IMPLEMENT INCENTIVISE in quality of the open space human-scale places with sustainable and balanced innovative and sustainable network and urban parks to furniture, landscaping, kiosks movement network design that respects people, improve recreation and play. and public art. with greater emphasis place and the planet. on pedestrian and cycle networks.

11 12 CITY AND GATEWAY DRAFT URBAN DESIGN FRAMEWORK URBAN BUILT FORM URBAN BUILT FORM

This chapter sets out important elements for the built form character of this important public transport and growth corridor. It articulates the preferred city shape for the city and gateway corridor, its character precincts and urban design guidance for buildings and public realm. Its principles will guide contemporary built form and deliver a wide range of urban experiences and opportunities through new development and urban renewal. RESIDENTIAL CAPACITY

Given the future demand for residential development, it is important to understand what capacity exists in the city and gateway corridor (Figure 2). Currently, it is estimated that there are 17,250 dwellings in the area and it has an overall growth capacity of 37,000 new dwellings. This is equivalent to 75 years’ supply at projected growth rates.

Several opportunities exist for renewal of existing developments and underutilised sites. For example, the city centre sites in the City Hill precinct around London Circuit are future development sites and currently used as surface car parks, and the land adjoining Parkes Way is vacant. Also, around two-thirds of development facing Northbourne Avenue is yet to reach the intended 25m building height.

13 Figure 2 CORRIDOR GROWTH CAPACITY FOR UP TO 37,000 NEW DWELLINGS

EXISTING CONTEXT UNDER EXISTING HEIGHT UPLIFT CITY CENTRE KEY GOVERNMENT NORTHERN CONTROLS OPPORTUNITIES EXPANSION SITES INVESTIGATION AREA 17,250 UP TO 11,000* UP TO 4,000 UP TO 8,000 UP TO 6,000 UP TO 8,000

37,000 ADDITIONAL DWELLING CAPACITY *NOT INCLUDING CITY CENTRE EXPANSION AND KEY GOVERNMENT SITES PREFERRED URBAN FORM AND RENEWAL APPROACH

Various scenarios were developed to explore the relationship between density, the footprint required to accommodate growth and various city shape outcomes. Stakeholder feedback in design charrettes and workshops indicated a preference for a ‘hybrid’ renewal approach based on the following urban intensification characteristics:

→→ FOCUS new development in the city centre and along Northbourne Figure 3 conceptually illustrates this preferred hybrid scenario. Based on Avenue, taking advantage of key government-owned sites to reinforce current trends, future development is likely to be predominantly multi-unit the avenue’s significance as an important national approach route for housing along the corridor and at commercial centres. Key opportunities the National Capital. exist to encourage a greater diversity of building forms, designs and →→ INTRODUCE east-west connecting urban villages with mixed uses housing types (along with appropriate community infrastructure and and higher densities in convenient and attractive locations around open space provisions) to provide for a range of demographics and levels light rail stations, with better pedestrian and cycle links to existing of affordability. Infill housing close to services and employment offers neighbourhoods, to complement renewal along Northbourne Avenue. opportunities to reduce ongoing costs of living and car reliance, providing advantages for first home buyers, the elderly and people with mobility →→ ENCOURAGE development and redevelopment within existing centres, constraints. Key actions to realise these opportunities include promoting including the city centre, Braddon and Dickson, to foster the renewal of family-friendly compact dwelling types close to high-quality open spaces; public places and vibrant, street-level activity centres. and exploring affordable housing options - for example, community → limited new development along selected sites adjacent to → INTRODUCE housing or land-rent schemes. open spaces, such as Sullivans Creek, to encourage better safety and surveillance. →→ ENCOURAGE further development in the Urban Residential Zones (RZ3) and Medium Density Residential Zones (RZ4) beyond Northbourne Avenue, and aim to deliver improved design and landscape quality, sustainability performance and a greater choice of housing types.

14 CITY AND GATEWAY DRAFT URBAN DESIGN FRAMEWORK URBAN BUILT FORM INTENT OF THE PREFERRED URBAN FORM This approach presents opportunities to continue to support a city identity that respects the city’s strong landscape character as the bush capital and a Garden City:

→→ Integration - Ensure buildings are generally integrated with public spaces and the →→ Dwelling types - Encourage a greater choice of dwelling types, building designs broader landscape and mostly sit at the tree line of large street trees. Buildings are and diversity of building heights, with higher densities and mixed use close to the of high design quality and engage with public spaces and streets at ground level. avenue. Buildings should be designed to provide a gradual transition to lower →→ Hierarchy - Recognise the hierarchy of buildings in relation to the landscape and densities as you move away from the avenue. the importance of taller landmark buildings in key locations of the city centre and →→ Resilience - Ensure that streets and public places retain and promote an urban at key nodes along the corridor, such as the Macarthur and Dickson urban village forest and improve our ‘green infrastructure’ to increase the city’s resilience to locations. These landmark buildings will stand above the treeline and punctuate the climate change and provide a city for all seasons. Urban design, landscaping and skyline to make a positive contribution to the shape and character of the approach shading will help to keep the city cool during heatwaves and permeable surfaces will route into the city centre. reduce stormwater runnoff, retaining moisture in the landscape. This will provide →→ Landscape - Ensure that buildings demonstrate the relationship with the landscape more shade, thermal comfort and amenity for pedestrians and cyclists and therefore by allowing landscaped spaces to flow around buildings and provide cooling and help promote active travel. seasonal climate control to mitigate the heat island effect. This will also assist in the implementation of a ‘people first’ approach to provide comfortable and walkable spaces between buildings.

Figure 3 PREFERRED URBAN FORM

HAIG PARK

NORTHERN INVESTIGATION AREA

CITY HILL

DICKSON URBAN VILLAGE

MACARTHUR URBAN VILLAGE

TOTAL AREA: 256 HA

CITY EXPANSION EXISTING DWELLINGS: 17,250 TO WEST BASIN ADDITIONAL DWELLING C APACITY: 37,000

15 Figure 4 CORRIDOR FRAMEWORK

THE AVENUE

CITY HILL SOUTH OF LONDON CIRCUIT THRESHOLD OF THE NATIONAL TRIANGLE

URBAN AVENUE SOUTH OF BARRY DRIVE

SOUTH OF ANTILL STREET FORMAL LANDSCAPE AVENUE

INFORMAL PARK BOULEVARD

SOUTH OF STIRLING AVENUE INFORMAL PARK BOULEVARD

APPROACH ROUTE

APPROACH TO THE STRATEGIC URBAN DESIGN INTENT National and international role: The Canberra and ACT: Northbourne City and Inner North: A key objective NATIONAL CAPITAL design of the avenue should be of a Avenue must function as more than a will be to broaden the perception of The Avenue is intended to evolve into standard that places it alongside other ceremonial route. The symbolic and civic Northbourne Avenue beyond that of a Australia’s premier street: a distinctive, significant urban boulevards in Australia functions should be reconciled with the solely transit orientated space. A greater mixed-use urban boulevard linking the and overseas. Northbourne Avenue role of the avenue as a forum for the level of priority will be given to people CBD to the Federal Highway. The Avenue should be distinguished by a formality daily life of the city and as a focus for the and connections with wide, shady will increase in vitality on the approach that is uniquely Australian. Spatial community. Future development must tree-lined footpaths providing excellent to the Central National Area with future experiences include the transition from a also provide improved pedestrian and pedestrian and cycle accessibility and urban renewal supporting nodes of ‘bush capital’ character to a progressively cycling connections along and across amenity, along and across the avenue. focused activity around proposed light more formal boulevard towards the city the avenue. rail stops. centre.

16 CITY AND GATEWAY DRAFT URBAN DESIGN FRAMEWORK URBAN BUILT FORM GATEWAY SEQUENCE APPROACH TO THE Northbourne Avenue’s unique expression of the Australian landscape blends with an urban form that signals the approach to the city centre and the National Capital. NATIONAL CAPITAL Together with its strong functional role providing for a variety of transport modes, the gateway will be demonstrated in a transition of character areas along the corridor. It is proposed that development from the ACT border to city centre will progressively transition from an informal bush and Each character area is described below and illustrated in Figure 4. grassland character to a formal, structured boulevard, which terminates at City Hill. Transition zones will be marked by an APPROACH ROUTE (BUSHLAND) increase in permissible building height and greater enclosure of TYPOLOGY: TUSSOCK GRASSLAND, SAVANNAH WOODLAND the route through reduction in setbacks from the road reserve. AND DRY SCLEROPHYLL FOREST In recognition of the importance of light rail, targeted zones of activity around light rail stops will be created. This approach is This character area of the approach route sits along the Federal Highway and is intended to: identified as an Approach Route in the NCP. The natural setting of Mount Majura reserve and the surrounding rural setting are important features of this area. INFORMAL PARK BOULEVARD TYPOLOGY: 120M BUILDING TO BUILDING, 4-6 STOREYS

The entrance to Canberra along the Federal Highway via Watson and Downer reflects CELEBRATE the current landscape-rich character and generous, park-like boulevard, with buildings THE BUSH CAPITAL CHARACTER generally sitting below tree height. AS A DISTINCTIVE AND DEFINING QUALITY OF CANBERRA THE AVENUE FORMAL LANDSCAPE AVENUE TYPOLOGY: 80M BUILDING TO BUILDING, 8-9 STOREYS (25M + 10%)

This character area represents an urban threshold that starts at the junction of FOSTER  Northbourne Avenue and Antill Street. HUMAN SCALE SPACES AND PLACES IN THE BROADER FABRIC OF THE CITY This point marks the commencement of a wide planted median and marker buildings along the Dickson centre frontage onto the avenue.

It continues south along Northbourne Avenue until Barry Drive, with building heights generally at the tree canopy height. There are opportunities for higher marker buildings at the junction of Macarthur Avenue to recognise it as an important point in Griffin’s plan, providing improved east-west pedestrian connections to the adjacent suburbs.

The landscape is integral to the design and character of the formal landscape avenue. High-quality buildings are set back 10m from the avenue, establishing a REVITALISE comprehensive tree-covered boulevard. NORTHBOURNE AVENUE AS THE GATEWAY TO THE NATIONAL CAPITAL AND A FORUM FOR PUBLIC LIFE URBAN AVENUE AND THE THRESHOLD TO THE NATIONAL CAPITAL Typology: 40M AND 60M BUILDING TO BUILDING 8-9 STOREYS (25M + 10%) (UP TO RL617 FOR LANDMARK BUILDINGS)

The character areas between Barry Drive/London Circuit (60m building to building) and London Circuit/Vernon Circle (40m building to building) have a greater focus on pedestrian activity along the avenue, with a 0m building setback. The design of the boulevard and street verges has a more formalised urban character.

17 GATEWAY Map 4 GATEWAY PRECINCTS THE APPROACH ROUTE PRECINCTS

D

OA

R The Framework articulates design guidance

N O

for three distinctively different characters for T G

B N A I the approach route to reflect different stages R T O M N E H F in the transition from the rural landscape to the I G VE

H I W city centre. A R MITCHELL Y D A Y W N IGH I H L A L H A ER G F ED N INTENT U G The key character precincts are:

→→ THE APPROACH ROUTE: Extending from the ACT border to the intersection of the Federal Highway with Flemington MT Road, the landscape defines the character of the precinct MAJURA G I N N I with mix of open natural bushland, endemic vegetation N D T E R E R E and grasslands. Substantial setbacks are retained to future A R D S T R I L V E I L development at Kenny. A N T →→ INFORMAL PARK BOULEVARD: Extending from Flemington DICKSON Road to Antill Street, it is characterised by a wide planted UE

N M E

V A A verge with a mix of endemic and introduced species. A J R U

JU R A Glimpses and views to buildings are possible through gaps A

NUE M

E P

in the tree line. A substantial setback with secondary road V A A V E NU E R M A C A R T H U R A

K E ensures new buildings address the approach route. A node ML I W

A

E Y URN of taller buildings is proposed at the Phillip Avenue light rail S T O N E

B stop with buildings generally set below the canopy height of A MT R

R K Y A VE N U E AINSLIE retained trees. E

D E R R NORTHBO

I V C

Y E

→→ THE AVENUE: Extending from Antill Street to City Hill, it A BLACK S W N A defines a strong urban boulevard character with formal K MOUNTAIN I V R L L A U landscape, consistent building edges, additional height at P S

G F A I R B A key nodes and 10 metre setbacks. Setbacks are reduced N I R N O CITY A

N V E N B incrementally at the Barry Drive and at London Circuit A CENTRE U A R E R R transition. E Y D G P A R I V E G R K E U S T W A Y LAKE BURLEY GRIFFIN

PARLIAMENT HOUSE

Approach Route Informal Park Boulevard The Avenue

18 CITY AND GATEWAY DRAFT URBAN DESIGN FRAMEWORK URBAN BUILT FORM THE APPROACH ROUTE

MAJOR LANDSCAPE PATTERNS LANDSCAPE REALMS Driver experience should be modulated through a series SAVANNAH WOODLAND (1.4-2.8 KM): reinforces the rural The Federal Highway is divided into two of distinct landscape patterns which identifies a change in pastoral character by planting and protecting indigenous broad realms for the purposes of detailing landscape character from an informal planting, open, rolling, eucalypts in small groups and individual specimens in the landscape patterns. They are a Rural rural landscape to a regular planted, closed, dense canopy median and verges, generally widely spaced, leaving an open Realm and an Open Parkland Realm (see pattern of the semi-urban landscape. canopy and giving a parkland appearance. Residential views Figure 127 of the National Capital Plan are to be screened and views opened up along open space To assist the understanding of the landscape patterns and ‘Federal Highway landscape realms corridors. where they apply, the highway has been broken into sections and patterns and Map 4). starting at the ACT border. OPEN FOREST/WOODLAND (2.8-4.0 KM): reinforces the open RURAL REALM: identifies the location of forest character of this part of the highway. The policy is to PLANTATION GATEWAY (0.0-0.4 KM): creates an introduction Canberra and establishes the setting of resolve secondary access to rural properties while maintaining and announces the imminent arrival of the visitor in Canberra the ‘bush capital’. The pastoral setting continuity of the approach route, and to allow short, filtered by establishing appropriately designed tree planting that is a cultural and historical reminder and horizontal views. Median planting is to be informal and should relates to the rural landscape, but is distinct in character. recognises that the colour and scale of reinforce existing native planting as well as introducing grouped Within the road reserve, the policy is to develop a formal the landscape are important in creating accent planting. plantation in the verge and median of the highway. an identifiable and memorable image. FILTERED SEMI-URBAN (4.0-5.4 KM): creates a transition Views to the Gungahlin ranges and Black reinforces the existing SAVANNAH WOODLAND (0.4-0.8 KM): from woodland to the contrasting closed corridor section of Mountain should be maintained and woodland character by maintaining and enhancing the Northbourne Avenue and develops a ‘secondary’ gateway with enhanced. indigenous eucalypts in small groups and individual specimens designed avenue planting to create a strong contrast with the in the median and verges, and ensures the character is of an OPEN PARKLAND REALM: emphasises rural landscape as the introduction to urban Canberra. Direct open canopy giving a parkland appearance. reflection of the rural landscape, (but views should focus along the approach route. The built form with a designed park-like landscape TUSSOCK GRASSLAND (0.8-1.4 KM): establishes a grassland should be screened through the use of plant material. quality), and introduces the visitor to the community and complements the savannah woodland planned ‘garden city’ image. Planting character of adjacent sections of the highway. It does this and development patterns are to allow through broad scale planting of road verges with native grasses filtered horizontal views. and herbaceous plants with low grasses in medians.

19 Map 5 PRECINCT LANDSCAPE QUALITIES CULTURAL

HUME LANDSCAPE FEATURES HIGHWAY FROM The policy is to maintain the significance of the SYDNEY HUME Remembrance Parks through enhancement of their HIGHWAY FROM location and access in association with a visitor lay-by, MELBOURNE by providing interpretative material, and by the possible extension of areas for planting. LANDSCAPE The policy is:

→→ to ensure Canberra’s unique setting within the natural SAVANNAH WOODLAND landscape is reflected in the sensitive design and WOODLAND landscape treatment for the highway which reinforces TUSSOCK GRASSLAND the perception of the National Capital

TUSSOCK GRASSLAND →→ to recognise the significance of views to the ACT Y A BORDER W surrounding hills and ensure engineering structures H I G H L MITCHELL A R E D F E respect the landform and landscape patterns.

B A OPEN R T O WOODLAND N

H I G H W A Development within the Federal Highway Approach Y SEMI URBAN Route from its intersection with Flemington Road to the

WATSON ACT border is to comply with the detailed conditions.

MIXED EXOTIC

Y

PLANTING A

W

HACKETT K

R

A

P

E

LYNEHAM R U

J OBJECTIVES

A DICKSON M The objective is to heighten the traveller’s first MOUNT

AINSLIE AINSLIE perception of approach and arrival in order to enhance

TURNER recognition of the special symbolic and functional BLACK MIXED EXOTIC B A PLANTING R significance of the National Capital. These detailed R Y MOUNTAIN D R I V E conditions are concerned with achieving awareness of PARKLAND PLANTING REID this special significance through the following: ANU CITY CAMPBELL

P A R K E S W A Y →→ marking the boundary of the ACT LAKE BURLEY GRIFFIN RUSSELL →→ establishing a clear and identifiable route from the border to the Central National Area, the symbolic centre of the city, by providing visual cues and strong NATIVE PARKLAND FROM KINGS HIGHWAY structural links (SOUTH COAST) →→ building up expectations by progressively formalising FROM MONARO HIGHWAY the design character as travellers approach the (COOMA & SNOWY MOUNTAINS) Central National Area →→ enhancing views to recognisable and popular images of the National Capital so as to further build expectation and define the approach

Approach Route Informal Park Boulevard The Avenue →→ ensuring that the structure, detailing and signage is consistent along each approach route into the National Capital.

20 CITY AND GATEWAY DRAFT URBAN DESIGN FRAMEWORK URBAN BUILT FORM

BORDER IDENTIFICATION VISITOR LAY-BY SIGNS AND MARKER Ensure access to a visitor lay-by at a convenient location Ensure informative, well presented, factually correct Ensure the identification of the ACT by the placement for visitors to stop. and relevant visitor information is displayed on signs of a marker at a safe and appropriate location, possibly and boards and plays a key role in informing the visitor. in conjunction with a visitor lay-by. The marker should CARRIAGEWAYS Ensure information signage conforms to a uniform be similar in form and design to the existing marker standard for Approach Routes. All signs which are not Roadworks are to minimise the impact on the existing but should also include heraldic features which signify essential to be read from the road, such as interest topography. Cuts and fills associated with the design the symbolic and functional role of the city and which group signs, are to be located in a visitor lay-by. and construction of the highway and associated establishes a relationship to signs and institutions in Information appropriate for inclusion in visitor lay-by roadworks are to be kept to a minimum. The highway the Parliamentary Zone. There should be clear lateral signage includes: is to be designed to ‘fit’ within the landscape and views to the border marker; and introduce specialty topography. Where possible, the two carriageways →→ natural landscape - environment information lighting to highlight the ACT marker. If practical, up- are to be designed independently and separated both regarding the distinctive natural landscape and lighting of the border marker and adjacent tree canopy vertically and horizontally so as to ensure integration features should be used. into the topography. Road surfaces should be of →→ cultural/historical landscape - information regarding asphaltic concrete with a clean edge, unless other Aboriginal history and influences and early European ACCESS LIMITATIONS materials are shown to be more appropriate. settlement and impact From Antill Street to the intersection with the realigned →→ siting of Canberra - diagrammatic development Majura Road, access will not be permitted on the EQUESTRIAN TRAILS of Canberra, basic structure of Canberra’s layout southern side of the highway except to Apex Park. From Ensure the design of the highway incorporates including important features and elements, the intersection with the realigned Majura Road to the appropriately located and connected underpasses monuments and institutions ACT border, no access will be permitted except to a for equestrian use and facilitates the continuation of →→ community organisations and relevant local visitor lay-by. existing equestrian trails; and information. On the northern side of the Federal Highway, access will Enhance where possible, the trail concept with be permitted only in the short term to ‘Arnold Grove’, Visitor directional signage, other than in the visitor provisions for additional facilities at appropriate ‘Bendora Riding School’, the AGL lease, and ‘Canberra lay-by, will be permitted where shown on Figure 126 locations. Park’ while longer term access is expected to be of the National Capital Plan to assist identification of provided from within Gungahlin. destinations between Antill Street and Stirling Avenue, LIGHTING Watson. No other visitor information signs will be INTERSECTION DESIGN Where provided, lighting should reinforce the design permitted along the highway. intent of the Federal Highway as a ‘rural’ highway road. The continuity of the north/south carriageway driver Further, the colour temperature of the lights should be experience should be reinforced. The Majura Road/ such that the true colours and features of the landscape Horse Park Drive grade separated intersection should are perceived. Light spillage is to be minimised to reinforce the visual dominance of the Federal Highway, prevent unnecessary night sky illumination. to maximise views and ensure the least disruption to the landform. MEDIANS AND VERGES Medians and verges are to provide the opportunity for reinforcement of landscape themes and realms. Medians should be of a sufficient width to accommodate the appropriate landscape treatments for each landscape realm and pattern and generally be not less than 20m wide.

21 THE INFORMAL PARK BOULEVARD THE INFORMAL PARK BOULEVARD EXTENDS FROM STIRLING AVENUE SOUTH TO ANTILL STREET.

This northern extent of the approach route OBJECTIVES LANDSCAPE along the Federal Highway should reflect This character area provides a transition from the rich character and landscape, supporting INTENT the open woodland landscape along the Federal a generous park-like boulevard with new Highway, to a formalised and urban landscape at the →→ Draw the character of the endemic woodland development addressing and overlooking Antill/Mouat Street node. into Canberra’s new ‘park avenue’ with the use of the street. locally endemic species. The Informal Park Boulevard provides a substantial →→ Introduce ‘native meadow’ planting to the verges park landscape between the Federal Highway and Changes to the planning controls for the to showcase distinctive seasonal colouring. a secondary vehicle access road, behind which, Watson and Downer side of the Federal → Reinforce a sense of openness by enabling clear residential development addresses the public realm. → Highway are not proposed in the short term. sight lines through landscape to building edges. However, in the longer term it would be Generally, the Informal Park Boulevard will measure 120m between building edges, with some variation →→ Introduce deep shade producing trees for appropriate to investigate and determine to account for localised characteristics. Objectives pedestrian comfort. appropriate land use zoning and built form are to: →→ Provide a secondary vehicle access road for new controls to identify how these areas could be development sites at Kamberra Winery, Yowani →→ Ensure development enables glimpses through to redeveloped in the future consistent with the Country Club and Exhibition Park. vision for the city and gateway. open landscape. →→ Ensure a high quality of landscape and architectural design fronting onto and addressing the corridor. →→ Ensure that the scale of buildings respond primarily to the tree canopy, enabling the landscape to be the dominant element of the Parkland Zone.

22 CITY AND GATEWAY DRAFT URBAN DESIGN FRAMEWORK URBAN BUILT FORM

THE INFORMAL PARK BOULEVARD EXTENDS FROM STIRLING AVENUE SOUTH TO ANTILL STREET.

BUILT FORM DESIGN CRITERIA INTENT For the following design criteria, refer to the Urban Design Guidance section in this chapter: →→ Provide a sense of openness between buildings as a transition from countryside to the city. →→ Architecture of design excellence →→ Maximum building length →→ Enable spatial rhythm in built form through appropriate →→ Street setback areas →→ Minimum building separation building length and separation. →→ Side and rear setbacks →→ Articulation of roofspace →→ Enable development at light rail stops that support transit →→ Vehicle access →→ Sustainability. oriented development. →→ Ground level public realm interface →→ Ensure high quality landscaping to the secondary →→ Building height road interface, thereby extending the park into private →→ Nodes development.

Figure 5 INFORMAL PARK BOULEVARD

LOCAL STREET EXISTING EXISTING MINOR MEDIAN NORTHBOURNE MINOR MEDIAN EXISTING EXISTING LOCAL STREET HEIGHT HEIGHT (30-40M) AVENUE (30-40M) HEIGHT HEIGHT STREET STREET 8.5M 8.5M ACCESS ACCESS 8.5M 8.5M INFORMAL PARK BOULEVARD Scale: 0.7 Unit(s)= 1 PROPOSED PROPOSED APPROXIMATELY 120M BUILDING TO BUILDING PROPOSED PROPOSED HEIGHT HEIGHT HEIGHT HEIGHT 12M 18M 18M 18M

23 THE AVENUE THE FORMAL LANDSCAPE AVENUE EXTENDS FROM ANTILL STREET TO BARRY DRIVE. THE URBAN AVENUE EXTENDS FROM BARRY DRIVE TO CITY HILL.

FORMAL URBAN AVENUE OBJECTIVES LANDSCAPE AVENUE Figure 6 illustrates the typical cross- Buildings and public realm along The Avenue will exhibit design This area of the corridor characterises section for the urban avenue. Where excellence in recognition of its capital city context. Objectives the majority of Northbourne Avenue the urban avenue begins, the character are to: (Figure 6). It is defined by the landscape, changes from a wide boulevard to →→ Encourage sustainability as a base requirement for reinforced by high-quality buildings a built up urban street. In the short all new buildings. and interesting architecture. Nodes of term, a three-lane configuration will increased density along the corridor be maintained, with opportunities to →→ Reinforce and enhance a network of people-places and occur at light rail stations at Dickson rationalise bus layover and improving green spaces to enable city life. and Macarthur urban villages. There is pedestrian and cycling experience. In →→ Enhance pedestrian accessibility to and along the corridor, an opportunity to investigate reducing the medium term, opportunities should include public transport stops, by improving mid-block links the number of traffic lanes to two each be explored to transition Northbourne and the pedestrian network. way. This will help realise a transformed Avenue to two lanes south of Barry →→ Encourage active ground floor uses and building Northbourne boulevard with improved Drive. This would allow footpaths to be typologies that engage with the street to support cycling and walking infrastructure. widened and a greater focus to be placed human scale public spaces. on a people centred public realm and →→ Provide a strong sense of arrival to the urban corridor by active travel routes. encouraging new built forms at identified nodes. →→ Allow a range of uses, with building edges defining the relationship of ground floors to the street. →→ Ensure that new development complements the intended urban form of The Avenue, by providing buildings with a uniquely Canberra identity, generally with increasing intensity toward the city centre. →→ Encourage design excellence with buildings that add to the street character and user experience.

24 CITY AND GATEWAY DRAFT URBAN DESIGN FRAMEWORK URBAN BUILT FORM

Figure 6 FORMAL LANDSCAPE AVENUE

LOCAL STREET (EXISTING) PROPOSED EXISTING 10M NORTHBOURNE AVENUE 10M PROPOSED EXISTING LOCAL STREET (EXISTING) HEIGHT HEIGHT SETBACK SETBACK HEIGHT HEIGHT FORMAL LANDSCAPE AVENUE 25M+10% 25M 18M 12M Scale: 0.7 Unit(s)= 1 (27.5M) APPROXIMATELY 80M BUILDING TO BUILDING Figure 7 URBAN AVENUE NORTHBOURNE AVENUE

MOORE 0M SETBACK 0M SETBACK MORT STREET WITH COLONNADE WITH COLONNADE STREET

WIDE VERGES TO SUPPORT ACTIVE USES EXISTING PROPOSED HEIGHT HEIGHT APPROXIMATELY 60M BUILDING TO BUILDING 25M 25M+10% URBAN AVENUE (27.5M) Scale: 0.7 Unit(s)= 1

STREET SETBACK AREAS SIDE AND REAR SETBACKS INTENT DESIGN CRITERIA INTENT DESIGN CRITERIA →→ Setback areas along Northbourne →→ Development shall conform to the →→ The relationship of built form to the →→ Side and rear setback distances Avenue shall be designed to identified setback distances described property boundary must be carefully shall conform to the dimension accommodate the appropriate in these guidelines. Development with considered to balance the needs of the described in the section Urban landscape type suitable to the an interface to Northbourne Avenue new development with maintaining Design Guidance under ‘Building intended function, character and must be built to the identified setback the amenity of adjacent sites. siting and setbacks’. The side and rear amenity of the area. line for the minimum site proportion →→ The setback areas are important setbacks of development shall ensure →→ Street setback areas will be designed as identified by its edge type. for moderating the extent of built consistency of urban form with the to be pedestrian oriented, provide →→ Minor encroachments such as awnings form so that usable land can be intended character of Federal Highway comfort and an attractive interface or architectural details consistent with provided for common open space, and Northbourne Avenue. Where between built edges and the road architecture of excellence may be courtyards, driveways, stormwater development interfaces at the rear carriageway. Design will demonstrate approved. runoff management, tree planting and with lower scale built form, or a street containing lower scale built form excellence in architecture, landscape →→ Development shall conform to the landscaping. opposite, an appropriate transitional architecture and urban design. nominated edge and verge types setback shall be applied. identified in this Framework. → Setback areas on Northbourne Avenue → For further design criteria, refer to the or major cross streets shall not contain Urban Design Guidance section in this car parking or porte cochere drop off chapter. spaces. →→ Setback areas to Northbourne Avenue or major cross streets may contain vehicle access to concealed parking areas, where there is no other alternative access arrangements.

25 URBAN DESIGN GUIDANCE

Good design is concerned with functionality, performance, build quality, innovation and creativity. The Framework aims to ensure Canberra’s sense of identity is reinforced and enhanced. New public realm and buildings will be required to demonstrate commitment to good design, sustainability and make a positive contribution towards the desire to create a city of international standing.

The following high-level design principles describe the desired building design outcomes in the city and gateway corridor. These principles guide preparation of revised planning controls for new development and redevelopment. They also guide public realm and infrastructure design and how development could better meet sustainability criteria and improve the interface with the streets and open spaces.

30 23 30

CONNECT TO CREEK

15 21 15

REINFORCE THE BUILT FORM CREATE BETTER CONNECT DISCRETE CENTRES →→ Create and refine public and semi-public spaces using STREETS AND MORE AND NEIGHBOURHOODS building height and setback controls. ACTIVE BUILDING EDGES →→ Create places and areas of activity along the corridor →→ Use continuous building edges to define the space →→ Orientate buildings towards the street to promote and on streets and then tie them back into the and place, building lines and building form. life in the public realm, passive surveillance and the neighbourhoods through improved east-west active →→ Create an urban appearance to streets by using a continued activation of the city. travel connections. building scale that is appropriate to the street, with →→ Design buildings that promote a human scale →→ Provide seamless connections and a complementary taller developments along the avenue and stepping at the ground level, such as building awnings built form that will strengthen the corridor’s character. down towards the suburbs. and colonnades.30 23 30→→ Create an attractive alternative to suburban housing →→ Use buildings to enhance the character of the local place. by broadening the range of housing and community →→ Require active building edges at key locations along spaces within and reinforcing the role of the Avenue as forum for public life. the avenue to promote active, people- and business- CONNECT TO CREEK focused places. →→ Focus high density housing types close to the avenue →→ Require the use of translucent barriers, such as semi- with a gradual transition to medium-density housing types within walking distance of the avenue. transparent15 open fences, screens or21 vegetation, to 15 provide opportunity for surveillance of streets and →→ Ensure the low-density suburban areas are protected open spaces. further away from the corridor.

26 CITY AND GATEWAY DRAFT URBAN DESIGN FRAMEWORK 30 23 30

CONNECT TO CREEK

15 21 15 DEMONSTRATE DESIGN EXCELLENCE Design in the city centre and along the corridor, be it a building, public realm or infrastructure works, will apply the following principles (as appropriate):

CONTEXTUAL, LOCAL AND SUSTAINABLE, EFFICIENT EQUITABLE, INCLUSIVE ENJOYABLE,SAFE AND OF ITS PLACE AND DURABLE AND DIVERSE COMFORTABLE

FUNCTIONAL, RESPONSIVE VALUE-CREATING DISTINCTIVE, INTERESTING AND FIT FOR PURPOSE AND COST EFFECTIVE AND APPEALING

30 23 30

30 23 30 CONNECT TO CREEK

CONNECT TO CREEK

15 21 15 15 21 15

IMPROVE THE GAPS DESIGN FOR SUPPORT SUSTAINABLE IN THE URBAN FABRIC LANDSCAPE AMENITY BUILDING PERFORMANCE →→ Encourage the development of underutilised and →→ Design buildings that respond to the trees and planted →→ Design buildings to respond better to the Canberra large surface parking areas to promote a greater vegetation within the verges and setbacks to reinforce climate and climate change with climate-wise level of activity and create places where people the distinctive ‘bush capital’ character of the Avenue. design such as high albedo, passive heating and want to live, visit and spend time. →→ Activate public green space through active building cooling, vertical or roof gardens and microclimate →→ Reinforce a clear distinction between public and edges, surveillance and climate-smart landscape amelioration at the ground level through deep root private spaces through the design of buildings and design. This can improve the quality of adjacent open planting zones and pervious surfaces. 30 23 30 the public domain by providing active ground floor spaces and protect the urban environment from heat →→ Minimise energy use by using sustainable materials uses and high quality landscaping towards streets island effect. and passive solar design for low carbon living. and public places. →→ Provide individual residential frontages at ground →→ Minimise water use by using innovative design of CONNECT TO CREEK floor level leading to private outdoor space. open spaces and stormwater capture and re-use. →→ Ensure the ‘garden city’ principles and character of →→ Design buildings to support active travel and provide the suburbs are protected and reinforced through the end-of-trip facilities, including secure bike storage. 15 21 15 planning policy and statutory planning instruments. →→ Reduce the number of private vehicle parking spaces for individual developments and improve access to other forms of transport, including light rail, buses and car share.

27 Map 6 PROPOSED BUILDING HEIGHTS AND NODES BUILDING HEIGHT AND NODES Buildings play a key role in achieving quality in our cities and MITCHELL towns, and they form a critical interface with the public realm. The design of our buildings today is fundamentally important, as they will be our future heritage.

Buildings will be required to be designed →→ Buildings along active and to suit location and place - relevant commercial edges of the corridor will to site, setting, climate and local have permeable edges.

Y A characteristics: →→ Residential edge types will enable W B H A G front door access visible from the R I →→ External building design should T O H N street. L H A reference the context of the corridor’s I G H R W E transition from countryside to city, with A D Y E The visual quality of buildings along the F a particular focus on the context of the corridor is of prime importance owing to area in which the building is located. its national significance: LYNEHAM DOWNER →→ The intended streetscape qualities of the corridor should be respected, with →→ Buildings will be required to be T R E E new building design responding to balanced, refined and sophisticated. S T I L L A N T required edge conditions. →→ The overall building proportions and scale will be appropriate to setting Buildings will be required to be designed and place. DICKSON E U for the long term to minimise energy N →→ The composition of materials and E V use, water consumption and contain A A building elements must contribute to R U materials with the least impact on the J an attractive streetscape. A M environment: O’CONNOR →→ Refinement, simplicity and appropriate →→ be responsive to Canberra’s climate use of materials is favoured for M A C A R T H U R A V E N U E →→ provide opportunities for adaptation buildings along the corridor.

E

U AINSLIE of uses throughout their life cycle

N

E Buildings will be required to provide → make optimal use of natural light and

V →

A enjoyable, comfortable and engaging ventilation.

E L I spaces for living, working and socialising. N M MT

R E S Buildings will support daily city life to

U T AINSLIE Buildings will be required to be O O emerge onto the corridor: TURNER B B N accessible, welcoming, visually attractive

H E A K BRADDON R T

R Y E A and address the public realm. Buildings

R D R E V →→ Spatial dimensions and proportions of I V E R E

O C N must be designed to enable city life to N buildings will be suitable for intended U N S E A emerge throughout the corridor: and future possible uses. I V L L U S →→ Building frontages and entrances →→ Building layouts will enable activation should be visible, engaging and of the street and internal open spaces. CITY CENTRE welcoming. →→ Orientation and connection to ACTON →→ Building edge conditions will be outdoor areas will optimise comfort REID required to respond to their location and enjoyment of the building’s along the corridor, allowing activity internal spaces. and street life where appropriate.

8.5m Height 18m Height RL617 (44–48m Height) Node

12m Height 25m + 10% Height 32m Node

22m Node

28 CITY AND GATEWAY DRAFT URBAN DESIGN FRAMEWORK URBAN BUILT FORM

Buildings will be required to be designed to BUILDING HEIGHT URBAN VILLAGE NODES support functional use now and into the future. Buildings will be designed to be adaptable to INTENT INTENT changing spatial and use patterns: Development along Northbourne Avenue and Federal Development of urban village nodes along the Federal Highway →→ Building layouts and room sizes will Highway will conform to their intended character and role and Northbourne Avenue is intended to provide markers in accommodate and respond to daily as a Major Avenue and National Approach Route. Building the urban landscape. These markers identify thresholds in activities. heights have been established to respond to Canberra’s Canberra’s urban form, and help to provide intensity around →→ Buildings must be appropriate to their landscape qualities and ceremonial function. Development selected light rail stops. The height of buildings at an urban intended purpose whilst being adaptable to will generally present a symmetrical built edge to both sides village node responds to the surrounding context. future functional changes. of the corridor, with development heights and intensity increasing at identified nodes and towards the City Centre. →→ Building layouts should not be overly DESIGN CRITERIA complicated and enable accessibility, Development may be constructed to the node height legibility and ease of navigation. DESIGN CRITERIA identified in the height map for one building at each street Building heights shall conform to Map 6 Building heights corner denoted with an asterisk in the height plan (Map 6). Buildings will be required to be highly cost and nodes. The node height should comprise the whole building, or a effective, and deliver ongoing value through Minimum heights shall be no less than 80% of the maximum substantial part of a building, up to a maximum height of energy and maintenance performance: height prescribed in the height map (Map 6), unless RL617 (44–48m high, depending on the site) and as articulated →→ Design must be resilient and durable to approved by the National Capital Authority. in the heights and nodes map (Map 6). The building comprising minimise maintenance costs and maintain the urban village node shall be located adjacent to the street Where development interfaces at the rear with lower scale quality over time. intersection and subject to setback requirements. built form, or a street containing lower scale built form →→ Materials will be durable and of high quality opposite, an appropriate transitional height shall be applied. Urban village node buildings shall exhibit architectural fit for the building’s context and function. excellence, with particular regard to: →→ Buildings must reflect a commitment to and Minimum floor to floor heights within buildings shall →→ Context and Character: The design responds to and investment in design excellence. be as follows: enhances the distinctive characteristics of the local area, →→ Commercial ground level - 4m contributing to a sense of place. All requirement s above apply to buildings in → Commercial upper levels - 4m →→ Landscape Quality: The design recognises that together the city centre and along the corridor. → →→ Residential levels - 3m landscape and buildings operate as an integrated and sustainable system, within Canberra’s broader ecological context. →→ Built Form and Scale: The design provides development with massing and height that is appropriate to its setting Figure 8 EXAMPLES OF THE POSSIBLE MIX OF USES IN DEVELOPMENT ADDRESSING THE AVENUE and successfully negotiates between existing built form and the intended future character of the Northbourne Avenue corridor. →→ Functionality and Build Quality: The design meets the needs of users efficiently and effectively, balancing functional requirements to deliver optimum benefit and performing well over the full life-cycle. RESIDENTIAL MIXED USE COMMERCIAL MIXED USE MIXED USE 8 FLOORS AT 3M 5 FLOORS AT 4M 6 FLOORS AT 4M 7 FLOORS AT 3M 4 FLOORS AT 3M →→ Sustainability: The design optimises the sustainability of + 1M STEP 1 FLOOR AT 6M 1 FLOOR (FLEX) AT 5M COMMERCIAL the built environment, delivering positive environmental, 2 FLOORS AT 4M social and economic outcomes. 1 FLOOR (FLEX) AT 5M

29 BUILDING SITING Map 7 PROPOSED SETBACKS

AND SETBACK MITCHELL The following section outlines the desirable planning and design outcomes for the siting and setbacks of buildings (Map 7). This includes the following:

→→ consider overshadowing of neighbouring properties, →→ minimum building separation and setbacks for natural light, passive solar design and landscape amenity Y A →→ maximum building length for better permeability and active W B H A G travel links through sites, and R I T O H N L H A →→ roof design for incorporating sustainability features and I G H R W E better articulation A D Y E of the skyline. F

SOLAR ACCESS LYNEHAM DOWNER T R E E S T INTENT I L L A N T Solar access of public space and neighbouring properties is prioritised through minimising overshadowing during mid-winter. DICKSON E U N E V A A DESIGN CRITERIA R U J A M →→ Living areas, private open space and communal open space O’CONNOR should receive solar access in accordance with the Multi Unit Housing Development Code. M A C A R T H U R A V E N U E

→→ Solar access to workplace environments, living rooms, E

U AINSLIE

balconies and private open spaces of neighbours should be N

E

considered. V

A

E L →→ Where an adjoining property does not currently receive the I N M MT required hours of solar access, the proposed building ensures R E

U S T AINSLIE solar access to neighbouring properties is not reduced by O O TURNER B B N

H E A K

more than 20%. R T BRADDON

R Y E A R D R I V E E V

R O E →→ If the proposal will significantly reduce the solar access of C N N U neighbours, building separation should be increased beyond N S E A I V minimums. Overshadowing should be minimised to the L L U south or downhill by increased upper level setbacks. S →→ It is optimal to orientate buildings at 90 degrees to the CITY boundary with neighbouring properties to minimise CENTRE ACTON overshadowing and privacy impacts, particularly where REID minimum setbacks are used and where buildings are higher than the adjoining development. →→ A minimum of 4 hours of solar access should be retained to solar collectors on neighbouring buildings. 0m Setback Park Avenue Setback RL617 Node

6m Setback As per the Territory Plan 32m Node

10m Setback 22m Node

30 CITY AND GATEWAY DRAFT URBAN DESIGN FRAMEWORK URBAN BUILT FORM

MINIMUM BUILDING SEPARATION MAXIMUM BUILDING LENGTH ROOF DESIGN INTENT INTENT INTENT Separation between buildings ensures Canberra’s urban The length of buildings will generally be limited by Apartment buildings are often prominent in an urban form responds to the intended landscape qualities of existing lot dimensions. However, where sites are skyline and the roof design is an important design the city. Separation ensures development contributes amalgamated or precinct-scale sites exist, buildings element. Apartment facades are often characterised to the urban form and the amenity within apartments should be designed to respond to the intended by repetition of the dwelling module, and the roof and open space areas. Amenity is improved by adhering scale, grain and rhythm of the streetscape. Overly treatment may be an opportunity to differentiate that to minimum distances between buildings within long buildings that limit cross-site permeability, form and resolve the overall composition. Recognisable development sites, between apartments and non- block view corridors and disrupt a pedestrian-scaled and memorable features can contribute to local identity residential uses and with boundaries to neighbours. neighbourhood system should be avoided. and wayfinding. Apartment roofs also offer functional Building separation ensures communal and private possibilities, such as communal gardens and facilities or open spaces can have useable space with landscaping, DESIGN CRITERIA distinctive dwelling types. Building height limits can be deep soil and adequate sunlight and privacy. Within tempered to enable high quality roof design outcomes. →→ New buildings, and especially towers, shall be limited apartments, building separation assists with visual to a maximum length of 55m. and acoustic privacy, outlook, natural ventilation and DESIGN CRITERIA → Longer buildings may be permitted at lower building daylight access. → levels where strong design justification is provided, →→ Roof treatments are integrated into the building such as provision of continuous, active streetscapes. design and positively respond to the street. →→ Where this is the case, pedestrian accessibility →→ Roof spaces can be designed to accommodate a through the built form must be provided at least once limited amount of internal building floor area, but this every 55m, via an 8 metre wide accessway. should not comprise whole tenancies or apartments. →→ Notwithstanding the above, no building shall be →→ Roof design incorporates sustainability features, longer than 150m within commercial and mixed use such as enabling winter light and heat gain, summer areas. shading, skylights and ventilation systems. →→ Roofs shall be designed to screen rooftop plant and equipment from view.

Table 2 DESIGN CRITERIA (MINIMUM BUILDING SEPARATION)

BUILDING HEIGHT FACE-TO-FACE DEVELOPMENT SIDE-TO-SIDE DEVELOPMENT FACE-TO-SIDE DEVELOPMENT

Up to 4 storeys 15m 6m 10m Up to 8 storeys 20m 10m 15m 9 storeys and above 25m 15m 20m

NOTE: Building separation takes National Best Practice approach as applied in design excellence and apartment design guides. It applies slightly larger separations for ‘Up to 8’ and 9+ storeys, by 0.5 to 1m. Whilst applying additional separation requirements based on building orientation. Building separation may need to be increased to achieve adequate sunlight access and enough open space on the site, for example on slopes.

31 Y A B W A R H T G O I N H H I G L H A WATSON W R A E Y D E F

DOWNER

R I V E A D MEapR R8 DESIRED BUILDING EDGE LOCATIONS I N D BUILDING INTERFACES G I N N The importance of high quality interfaces between buildings E E T S T R and the public realm are widely recognised to create a public A N T I L L realm that supports urban activity and recreation for a distinct LYNEHAM and vibrant urban life. This chapter outlines guidance related to

E the desired design outcomes of facades, awnings and signage, V

A deep soil zones, ground level public realm interface and E DICKSON building edge types. N E

R U N U E V O A

B A FACADES R H U O’CONNOR J T A

INTENT R M

O

The design of facades contributes greatly to the visual interest of the building and the N character of the local area. Facades that face the street have an impact on the public domain, while side and rear facades often influence the amenity of neighbouring M A C A R T H U R A V E AINSLIE buildings and communal and private open spaces. High quality facades are a balanced composition of building elements, textures, materials and colour selections. Well designed facades also reflect the use, internal layout and structure of an apartment building.

L DESIGN CRITERIA I M E Building facades provide visual interest along the street while respecting the intended S T character of the local area. O N E Building facades relate to key datum lines of adjacent buildings through upper level TURNER BRADDON A setbacks, parapets, cornices, awnings or colonnade heights. Shadow is created on V E the facade throughout the day with building articulation, balconies and deeper N window reveals. U B A R R Y D E R I Building entries should be clearly defined. Important corners are given visual V E prominence through a change in articulation, materials or colour, roof expression or K E changes in height E R C S ’ The floor layout should be expressed externally through facade features such as party N

A walls and floor slabs. V I S U L L ACTON CITY CENTRE REID

A Y W E S LAKE P A R K BURLEY GRIFFIN

Active Building Edge Adaptable Building Edge Park/ Green Building Edge Semi-Active Building Edge

32 CITY AND GATEWAY DRAFT URBAN DESIGN FRAMEWORK URBAN BUILT FORM

AWNINGS AND SIGNAGE BUILDING EDGE TYPES AND GROUND LEVEL PUBLIC REALM INTERFACE INTENT DESIGN CRITERIA Awnings are prominent Active and commercial edge INTENT streetscape elements requiring types shall be provided with Development shall present an attractive and functional interface with the public realm. Buildings considerable design attention. a continuous awning over the should be designed to enable a seamless ground plane between the ground floor of the building Awnings will be provided for a footpath. and the adjacent verge and setback area. range of edge types, with active For residential and adaptable and commercial edges required to Given the scale of the corridor and the need to achieve a high level of activation in a number of key building edge types, awnings shall include continuous awnings. locations, it is critical to balance the distribution and intensity of street-based retail so that active, be located over the building entry people-orientated streets and places can be created at strategic locations. Map 8 identifies the Continuous awnings encourage for building address and public desired building edge locations in the city and gateway corridor. pedestrian activity along streets domain amenity. and in conjunction with active The following guidance is provided to ensure there is a consistent understanding of the different The height, depth, material and frontages, support and enhance building edge types to improve the interface between buildings, the landscape, streets and public form, conform to regulations. the vitality of the local area. realm through future development in the study area: Together with building entries, Awnings are well located and →→ ACTIVE: The active built form edge is mandated for specific areas to allow for uses such as retail, awnings provide a public address, complement and integrate with restaurants, bars, service industry shopfronts or similar uses which generate pedestrian activity thereby contributing to the the building design. and public life at the ground floor level. This primary active building edge is used to: identity of a development. >> create active places or vibrant retail precincts >> deliver a ground-floor storey to a minimum of 4m, DEEP SOIL ZONES >> floor to ceiling, to establish an appropriate urban scale >> implement sound attenuation measures to ensure acoustic separation between the different INTENT Front setback areas should be uses such as commercial and residential. retained for deep soil planting. Deep soil zones have important →→ ADAPTABLE: The adaptable building edge is used for urban areas where there could be a transition environmental benefits, such as Deep soil zones should be located in use from residential to commercial or retail, or where there is a desired mix of neighbouring uses allowing infiltration of rain water to retain existing significant trees such as residential or live/work adjacent to lower intensity retail or service industry. to the water table and reducing and to allow for the development The building facade is set back from the block boundary in a similar way to the residential stormwater runoff, promoting of healthy root systems, providing building edge type. healthy growth of large trees with anchorage and stability for mature The 4 to 6m floor to ceiling height can provide for a mezzanine floor within the storey while large canopies and protecting trees. Design solutions may maintaining a larger urban scale at the ground floor. existing mature trees which assist include: with temperature reduction in →→ RESIDENTIAL: The residential built form edge promotes a level of privacy by elevating the private urban environments. →→ basement and sub-basement outdoor space from the street verge and providing a semi-permeable screen or fence. Elevation car park design that is and privacy encourage residents to use the private outdoor space. When private outdoor space is DESIGN CRITERIA consolidated beneath building used, it can create a subtle active street quality because it brings passive surveillance and security. footprints A minimum deep soil zone →→ PARK OR GREEN EDGE: The park or green building edge seeks to establish a relationship →→ use of increased front and side dimension of 5m should be between residential development and green spaces. The intent is to provide connection, setbacks applied where located on site. activity and surveillance from the building while balancing privacy for the occupants, ensuring →→ adequate clearance around the building edge is activated through frequent use. An example area for this building edge is A minimum 7% of the site should trees to ensure long term health development along Sullivans Creek and parts of Haig Park. be retained for deep soil zones, →→ co-location with other deep except for sites in the city centre, soil areas on adjacent sites to DESIGN CRITERIA where it is demonstrated high create larger contiguous areas →→ Buildings that provide a commercial, showroom or adaptable edge type shall be designed to intensity urban outcomes are of deep soil ensure the finished ground floor level is flush with the adjacent setback area. required. →→ Where residential is proposed a vertical separation above the finished ground level and adjacent verge and setback area by up to 800mm to enable privacy for ground floor residences. →→ The ground floor of all development shall not be set below the adjacent verge level on Northbourne Avenue.

33 PUBLIC REALM AND VERGES The public realm is the collective, communal part of the city, with shared access for all. It is the space of movement, recreation, gathering, events, contemplation and relaxation. This includes streets, parks, plazas, places between buildings and waterways.

PUBLIC REALM INTENT Infrastructure and public spaces should be responsive to The corridor’s public realm will maximise comfort, The visual and material quality of the public realm local place, character and context: amenity, safety and opportunities for activity: will attract use, engender pride of place and reflect Canberra’s status as the national capital: →→ Canberra’s natural features, such as Mount Ainslie, →→ Shade, openness, shelter and solar accessibility Black Mountain, Sullivan’s Creek and open grasslands will be carefully balanced to enable a range of →→ Design of the corridor’s public realm will be should be reinforced in public realm design. comfortable user experiences. visually appealing. →→ Street and infrastructure design should support local →→ The public realm will be designed to enable flexible →→ Public spaces will be designed to prioritise enjoyment business activity, commerce and active lifestyles. use of space for different activities and user types. by pedestrians at slow speeds, where small scale →→ Landscape design and planting should respond to →→ The relationship between built edges and the public characteristics will be appreciated. Canberra’s blend of locally endemic and introduced realm should maximise passive surveillance, safety →→ Incorporation of locally specific design elements, species, reinforcing the ‘bush capital’. and visual interaction. inclusive of materials, planting, signage and →→ The user experience will be maximised along the landform, will enhance the distinctiveness Public realm design, through use of appropriate species, corridor, with people prioritised over vehicles. of the corridor. materials and components, will be robust, permanent and sustainable: Public realm design will be fit for its purpose, whilst accommodating a range of different eventualities →→ Where possible, the public realm will incorporate and activities: local materials of high quality →→ Water sensitive design initiatives will be incorporated →→ The public realm along the corridor should respond into streets and site design to potential activities, use requirements and →→ Plant species will be chosen for their effectiveness movement patterns of the wider area. and adaptability to Canberra’s climate to reduce heat →→ The spatial layout of the public realm will enable islands and maximum shade. ease of use by people, and be accessible, legible and navigable. Design of the public realm will enable a variety of choices to accommodate all aspects of Canberra’s local Physical design and maintenance requirements will be community and diversity of visitors: balanced with the corridor’s purpose as the National Capital approach route: →→ Public realm design should invite use and activity. →→ Various user types will be accommodated in public →→ Cost considerations should take into account the life spaces, from children to adult, from able bodied to of infrastructure and should consider wider public differently abled. benefits over time. →→ The public realm will be designed to enable →→ Built elements should be resilient and durable to democratic use of space. maintain long term visual attractiveness. →→ Public realm design will be flexible to enable a range of use patterns to emerge over time, responding to adjacent development outcomes.

34 CITY AND GATEWAY DRAFT URBAN DESIGN FRAMEWORK URBAN BUILT FORM

Map 9 DESIRED VERGE CONDITIONS LANDSCAPE DESIGN

MITCHELL INTENT Landscape design for development along Northbourne Avenue and the Federal Highway is a fundamental character feature of the gateway into the city centre. It unites new development with the existing landscape character of Canberra, softens the impact of larger building form and provides visual relief to the urban condition consistent with Canberra’s status as the Bush Capital. In this regard, new development will be required to enable substantial mature tree and understorey planting, supported

Y by functional, safe and attractive private and public areas of open space. Development A W will continue to deliver Canberra as a city in a landscape. B H A G R I T O H N L H A DESIGN CRITERIA I G H R W E A D Y E The front setback area and verge type shall be designed consistent with the intended F built edge condition. Landscape planting within development sites will complement the landscape design themes evident in the Northbourne Avenue and Federal Highway LYNEHAM DOWNER road and transit corridor:

T R E E →→ South of Stirling Avenue: An Informal Park Boulevard containing a mix of native S T I L L A N T and introduced tree species. Toward and around the intersection of the Federal and Barton Highways, landscaping contributes to the intended ‘Gateway’ theme, comprising mixed exotic plantings.

DICKSON E U →→ South of Antill Street: A formal landscape avenue containing consistent street tree N E V planting within the verge and extending to the setback area. A A R U J →→ South of Barry Drive: An urban avenue comprising a built edge to the street A M O’CONNOR boundary, high quality furniture and paving treatments. →→ South of London Circuit: A threshold to the National Triangle which narrows from M A C A R T H U R A V E N U E 60m to a 40m building to building line.

E

U AINSLIE

N The spaces between buildings will be landscaped to a high quality and promote green

E

V links between the private and public realm.

A

E L I N M MT Landscaped spaces will be designed to clearly differentiate between areas intended for R E S U AINSLIE T public and private use, maximising the functionality of both. Landscaped areas will be O O

TURNER B B N designed to maximise pedestrian comfort and safety.

H E A K BRADDON R T

R Y E A

R D E V R I V E E

R O C N N U N S E A I V L L U

S

CITY CENTRE ACTON REID

Active Verge Park Avenue Verge RL617 Node

Semi-Active Verge Residential Verge 32m Node

Adaptable Verge Informal Verge 22m Node

35 VERGE TREATMENTS The following articulates verge treatment types and its desired location (Map 9) which correlates to the building edge type previously described.

ACTIVE SEMI-ACTIVE ADAPTABLE RESIDENTIAL INTENT INTENT INTENT INTENT Active verges will support ground The semi-active verge type Adaptable verge types will Residential verges offer level retail and commercial responds to either a showroom correspond with the adaptable landscape amenity for residents, activity along Northbourne or commercial frontage. It is edge types to enable a transition providing a park-like separation Avenue. They will comprise designed to enable pedestrian over time from a residential land between the road kerb and primarily hardscape areas, movement adjacent to the use. The building facade is set building / fence line. A consistent complemented by a consistent building edge, promoting trade back from the lot boundary in a line of street trees situated avenue of street tree planting. display from the ground floor of similar fashion to the residential adjacent the road kerb provides The primary verge trees will the building. Wide, formalised edge, potentially providing separation and a sense of be eucalyptus, consistent with pedestrian accessways are private outdoor space or external safety for users of an adjacent the broader avenue planting. provided between building support space to a commercial shared pedestrian and cycle The secondary tree planting entries and the kerb line, with function at ground floor level. path. This is the primary public zone will contain exotic species, soft landscaping pockets making zone of the residential verge. A suitable for providing shade up the remainder of the setback secondary tree and understorey for pedestrians, and may be area. This secondary planting planting zone is situated on the deciduous to enable light access zone will contain both exotic building side of the shared path, in winter. Areas of alfresco dining tree and understorey planting. A and will generally lie within a will be accommodated within formal street tree alignment will property’s front setback area. the hardscape zone adjacent to be maintained along the verge This secondary planting zone will the building edge. area, integrated with understorey provide a degree of separation planting and lighting. and privacy for residential units. Between the secondary planting zone and fence/building line, a secondary path provides access to ground level residential units. A tertiary planting zone will provide separation between the pathway and fence line.

36 CITY AND GATEWAY DRAFT URBAN DESIGN FRAMEWORK URBAN BUILT FORM

URBAN VILLAGE FRAMEWORK PLANS The implementation of light rail along Northbourne Avenue provides the opportunity to create new urban villages in selected locations that offer the convenience of higher-density housing, small-scale retail and employment opportunities within the immediate vicinity of rapid transit.

The Framework Plan sets out how the broad structure of the urban village could be arranged in the long term. It shows how land use, public domain and connections could be arranged and integrated.

37 MACARTHUR URBAN VILLAGE FRAMEWORK PLAN INTENT DESIGN CRITERIA The Macarthur urban village is expected to become a distinct destination on the →→ Define the corners and mark the axis - Ensure future development addresses the light rail network. Buildings with small convenience shops, cafes and employment intersection, with an increased prominence to the buildings to punctuate this node. around the light rail station, combined with increased pedestrian and cycle priority, →→ Reimagine the node as an urban plaza - Encourage the transition of the will create a more people-friendly environment to activate this landmark node on underutilised landscaped spaces on the corners of the intersection to active urban Northbourne Avenue: plazas with landscape elements that support increased pedestrian movements around the light rail station and between the four large sites facing the intersection. →→ Incorporating a mix of complementary land uses across the four sites will help create a more active precinct, catering to a range of users during the day and night, →→ Improve the relationship with the streets - Promote a high-quality, human scaled with the intersection functioning as an urban village. public domain with increased activation at the ground level. →→ Buildings to be redeveloped should face Northbourne Avenue, with building →→ Clearly define public and private spaces - Improve the quality of the public entrances more clearly addressing the light rail station and improved access for domain and encourage use of public space, clearly identifying spaces that are pedestrians and cyclists between the station and the verge. accessible to all with a consistent and complimentary palette of materials, street furniture and landscaping. →→ Improving the public domain through upgrades to the width of paths, verge treatments, street furniture and landscape elements will encourage a greater →→ Connect to the wider networks - Ensure continuity of the active travel intensity and mix of uses. network through the urban village to support people moving to and from the light rail network. →→ Ground-level activation on the four corners and the creation of new laneways will contribute to a shift towards human-scale development, providing better pedestrian access and amenity to the light rail station and creating more interesting and attractive thoroughfares. →→ Developers are encouraged to provide more innovative design, integrating principles of sustainability with world class architecture to create a renewed character at this landmark node.

MACARTHUR VILLAGE FRAMEWORK PLAN Map 10 MACARTHUR FRAMEWORK PLAN

Northbourne Avenue cycle lanes

East-west active travel connector

Active travel streets

New/improved pedestrian laneways and cycle paths

Sullivans Creek cycle route Active Building Edge

Adaptable Building Edge

Park/Green Building Edge

Macarthur Village core sites MACARTHUR AVENUE WAKEFIELD AVENUE Mixed-use development

Medium density residential

Upgrade intersection to prioritise pedestrians/cyclists

Marker buildings RL617 Node

Light rail station

NORTHBOURNE AVENUE NORTHBOURNE

38 CITY AND GATEWAY DRAFT URBAN DESIGN FRAMEWORK URBAN BUILT FORM

DICKSON URBAN VILLAGE FRAMEWORK PLAN INTENT DESIGN CRITERIA Creating a public transport interchange in Dickson will bring new opportunities for the →→ Improve visibility of the centre from the gateway - Provide a greater presence for group centre, with the light rail station located on Northbourne Avenue and the new the group centre on to Northbourne Avenue and strengthen connections to the light bus station on the Cape Street extension. Together with the proposed government rail network. office building, there is opportunity to revitalise this section of the Northbourne Avenue →→ Improve connectivity - Extend the pedestrian links from the group centre to public corridor, to initiate the development of an urban village: transport and across Northbourne Avenue. →→ The 2011 Dickson Master Plan had a strong focus on increasing the permeability of →→ Harmonise transport movements - Improve active travel routes and better the Dickson centre by improving east-west connections and creating new mid-block integrate all modes of transport along Northbourne Avenue and Challis Street for links. Improving permeability in the area will strengthen connections between the cyclists, pedestrians, private vehicles and public transport. existing group centre and the new light rail stop. →→ Improve the relationship with the streets - Improve the interface of buildings with →→ New east-west pedestrian connections between Challis Street and Northbourne Northbourne Avenue and Challis Street and promote a human scale public domain Avenue will provide a safe and attractive route to and from the light rail stop. with focussed areas of increased activation at the ground level. →→ There is an opportunity to increase the permeability of the core sites by establishing →→ Integrate new and existing development - Encourage redevelopment of the new pedestrian laneways as part of future redevelopment. Pedestrian laneways Dickson sites facing Northbourne Avenue to allow for a greater mix of land uses will provide the opportunity for fine-grain commercial uses, with smaller frontages while ensuring new development does not detract from the successful fine grain allowing for cafes, pop-ups and convenience-based retail. character of the group centre. →→ New cross-block links, pocket parks and building entrances to Northbourne Avenue will increase the ground level activation and improve the centre’s presence on Northbourne.

DICKSON VILLAGE FRAMEWORK PLAN Map 11 DICKSON URBAN VILLAGE FRAMEWORK PLAN

Northbourne Avenue cycle lanes

Active travel streets ANTILL STREET East-west active travel connector

Sullivans Creek cycle route

New/improved pedestrian laneways and cycle paths Active Building Edge

Semi-Active Building Edge

Adaptable Building Edge

Park/ Green Building Edge

Opportunity for pocket park

Urban village sites

Marker Building 32m Node

Light rail station

NORTHBOURNE AVENUE NORTHBOURNE Bus station

LEGEND 39 Northbourne Avenue on-road cycle lanes Opportunity for pocket park Active travel streets Urban village sites East-west active travel connector Light rail station Sullivans Creek cycle route Bus station New/improved pedestrian laneways and cycle paths Marker Buildings 32m Node Active Building Edge Adaptable Building Edge Semi-active Building Edge Park/ Green Building Edge

MAP NAME Scale: 6 Unit(s) = 1 Angle: 7.616 ° J:\Planning Policy\Urban Design Graphics\Graphic Design\Design\City and Gateway Urban Renewal Strategy\City and Gateway Publications\CAGURS VECTOR\Bens working Folder\08 - City-shaping Moves - Dickson Challanges and Opportunities 40 CITY AND GATEWAY DRAFT URBAN DESIGN FRAMEWORK ACCESS AND MOVEMENT ACCESS AND MOVEMENT

This chapter articulates an integrated transport network for the corridor that responds to growing demand for travel and the need to provide better access to services, employment and sustainable transport choices.

Light rail, integrated with the bus network, will provide frequent, reliable and high- amenity public transport in the corridor. Improved walking and cycling connections will also provide more options for sustainable movement around the corridor. Changes to Canberra’s wider road network will reduce through-traffic by encouraging use of alternative routes, including the peripheral parkway system. These changes will create the opportunity to design streets around people and activity rather than vehicle through-traffic.

41 STRATEGIC TRANSPORT NETWORK

The integrated transport network considers all transport modes, their key networks and how they interact. Figure 9 conceptually depicts the strategic transport network elements. The public transport, road, and active travel (walking and cycling) networks make up the overall transport network.

Key design elements include:

→→ Improving public transport by integrating light rail and buses →→ Developing an effective road network that recognises greater public transport function of Northbourne Avenue while also providing effective through travel by- pass of important people-focused centres and areas →→ Improving routes and connections for walking and cycling and creating streets for people →→ Managing the demand for travel

The integration of transport networks aims to balance the needs of each transport mode and deliver the best use of finite space in the corridor. It aims to provide greater mode choice by increasing the priority of and support for active travel.

An integrated network with greater transport mode choice and provision has significant benefits for users, including:

→→ Increased safety for users through a balanced provision of different transport modes →→ Increased travel capacity and effective use of space →→ Improved public transport reliability →→ Improved place quality of the urban environment →→ Reduced vehicular traffic dominance →→ Increased active lifestyles through people-friendly environments.

42 CITY AND GATEWAY DRAFT URBAN DESIGN FRAMEWORK ACCESS AND MOVEMENT

Figure 9 C ITY AND GATEWAY CORRIDOR TRANSPORT STATIONS AND STOPS ROAD NETWORKS STRATEGIC TRANSPORT NETWORK DIAGRAM →→ Dickson bus & light rail station Transit boulevard →→ Light rail stops Arterial road

TO GUNGAHLIN →→ City centre transport station (bus and light rail) Strategic route VIA FLEMINGTON RD. →→ City centre active travel hub EPIC PUBLIC TRANSPORT NETWORKS STOP TRANSPORT NETWORK INTEGRATION Light rail route TO SYDNEY VIA FEDERAL HWY. →→ Light rail stage 1 and stage 2 Bus route (to be determined by TCCS) →→ Bus network revision ACTIVE TRAVEL ROAD NETWORK Active travel →→ Parkway network access and cross city strategic route improvement OTHER

PHILLIP AVE. →→ North-south corridor routes supporting the road Urban village STOP function of Northbourne Avenue TO MELBOURNE Future urban village VIA BARTON HWY. →→ Eastern and western distributor routes to direct traffic around the city centre Transport interchange

→→ Local area traffic improvements Light rail station

Haig Park SWINDEN ST. MANAGING THE DEMAND FOR TRAVEL STOP -PARKING MANAGEMENT →→ Parking plan for the City centre →→ Parking and Vehicular Access management DICKSON STATION IMPROVING ACTIVE TRAVEL OPTIONS →→ New north-south cycling routes to the east and TO BELCONNEN TO INNER NORTH west of Northbourne Avenue VIA MOUAT ST. VIA ANTILL ST. →→ Improved east-west cycling and pedestrian connections including pedestrian mid block links

TO LIMESTONE AVE. →→ Intersection priority to improve pedestrian and VIA WAKEFIELD AVE. cyclist crossing at key city intersections. →→ Expanded Civic Cycle Loop

TO BELCONNEN MACARTHUR AVE. VIA MACARTHUR AVE. STOP PLACES AND STREETS FOR PEOPLE →→ People priority in city centre streets and spaces →→ Expansion of the strategic pedestrian network in the city centre, improving connections → Deliver Northbourne Plaza between Sydney and IPIMA ST. → STOP Melbourne buildings

URBAN BOULEVARD - NORTHBOURNE AVENUE →→ Vehicular access management to support active travel ELOUERA ST. STOP →→ Increase passenger capacity and reduce traffic lanes over time →→ Reclassify from arterial to transit boulevard

TO BELCONNEN WAY VIA BARRY DR. CITY CENTRE STATION TO RUSSELL VIA CONSTITUTION AVE.

TO WEST VIA PARKES WAY TO AIRPORT VIA PARKES WAY

TO WEST AND SOUTH TO WODEN TO SOUTH VIA PARKES WAY VIA COMMONWEALTH AVE.

43 A PEOPLE-FIRST Map 12 GATEWAY CORRIDOR WALKING CONNECTIONS

B A APPROACH R T O N H I G H The city and gateway corridor has a strategic role to achieve the W WATSON A overall increases in active travel mode share targets. To meet Y the ACT Government’s target of 30% active travel for the whole of the ACT, the increase of the share of active travel to, from DOWNER and within the city and gateway corridor will need to increase disproportionately. R I V E A D E R R I N D G I N N Therefore the Framework is establishing a ‘people-first’ T R E E LYNEHAM S T approach to access and transport. A transport user hierarchy I L L A N T with a people-first approach places the highest priority on pedestrians, followed by cyclists, public transport and, lastly, private vehicles (Figure 10). DICKSON E The approach will improve the safety of everyone using the U N E transport network, particularly vulnerable users such as V A A R pedestrian and cyclists. It will encourage more active travel U J A (or sustainable transport modes) for all ages and abilities and M support a more compact and higher-quality urban environment. The approach helps implement the Minister for Planning and M A C A R T H U R A V E AINSLIE Land Management’s Statement of Planning Intent, which also prioritises a people-first approach in delivering high quality O’CONNOR public spaces and streets.

Figure 10 REDEFINING NORTHBOURNE AVENUE AS A TRANSIT CORRIDOR

L I M USER HIERARCHY TRANSIT CORRIDOR E S T O B TURNER BRADDON N A E R R Y D A R I V E V E PEDESTRIANS HIGH PRIORITY N U FOR PEDESTRIAN E E V I R D

S S CYCLISTS HIGH LEVEL OF SAFE PROVISIONS K O E FOR CYCLISTS C R E R S ’ S N CITY E A ACTON V I L I N U L CENTRE S U L REID PUBLIC TRANSPORT TRANSIT FOCUS ON ACCESS TO C STOPS AND STATIONS, AND PRIORITISED MOVEMENT A Y W LAKE P A R K E S BURLEY GRIFFIN COMMERCIAL VEHICLES MINIMAL COMMERCIAL THROUGH TRAFFIC Main pedestrian streets and routes Light rail station

Community route Including Sullivans Creek Transport interchange

PRIVATE VEHICLES MINIMAL THROUGH TRAFFIC - Proposed pedestrian links Proposed pedestrian/cycle bridge DISTRICT AND LOCAL ACCESS East-West connections Centres

Through-block links 44 CITY AND GATEWAY DRAFT URBAN DESIGN FRAMEWORK ACCESS AND MOVEMENT STRATEGIC WALKING NETWORK

The aim is to increase the mode share of walking for people of all ages and abilities in the corridor. More Inner North residents already travel to work by walking than those in any other district of Canberra. In the future it will become increasingly important to convert more short distance trips to walking as more people live, work, shop and socialise in the corridor.

INTENT DESIGN CRITERIA Providing infrastructure for people of all ages to walk more is →→ Improving pedestrian facilities such as wider footpaths and about providing safety and convenience, but it is also about safer crossings enjoyment and urban experience. Young and old enjoy walking →→ Reducing pedestrian wait times on key signalised in places that are well designed and landscaped, where they intersections and giving pedestrians the walk signal six feel safe and can rest, be social with destinations to eat, drink seconds before the light turns green to make them visible to and shop. Walkable and active streets are therefore about much turning cars more than just safety. →→ Adding shade, vegetation and street furniture to make Map 12 identifies strategic walking connections that will enable walking more comfortable greater pedestrian connectivity across and along the corridor →→ Improving street lighting to make people feel safe at night in and within the city centre. targeted locations →→ Improving wayfinding and signage so that people easily know Strategic areas of focus for pedestrian facility improvements are: how to get between destinations and to public transport →→ ensuring existing paths are well maintained and safe for →→ Implementing lower speed environments on targeted city establishing strong linkages between the ANU, Braddon and and gateway corridor streets to support more pedestrian long-stay car parking on the periphery of the city centre activity, cycling and to improve safety for all road users →→ creating a sense of journey and a unique pedestrian →→ Ensuring that mid-block pedestrian links are provided experience between the city centre and Lake Burley Griffin when long blocks adjacent to Northbourne Avenue are →→ expanding the city cycle loop to separate pedestrians from redeveloped so that pedestrians have convenient access cyclists in the city centre to Northbourne Avenue (refer to Map 16 and Figure 13 in →→ prioritising city centre streets for people and activity in prime the Section on Access Management of Northbourne Avenue locations (e.g. through the introduction of share-ways) where mid-block linkages are to be provided). →→ reducing the dominance of vehicle traffic and parking in prime city centre locations →→ elevating the status of key pedestrian routes by reducing pedestrian wait times at signalised intersections →→ improving accessibility by providing cross-block pedestrian links through new development sites.

45 NORTHBOURNE AVENUE CYCLE LANES STRATEGIC AND ACTIVE TRAVEL STREETS CYCLING The existing Northbourne Avenue on-road cycle lane (Map 13) is a popular facility that is used particularly by confident cyclists and commuters as the most direct route for travel north and south, to and through the city centre. Feedback from NETWORK consultation indicates that, for the broadest range of users, this on-road facility is less attractive because of its proximity to general traffic. Alternative routes to Canberra is one of the leading cycle cities in the southern Northbourne Avenue such as residential side streets and Sullivans Creek shared hemisphere. The city’s structure and streets already path are very popular, despite being less direct. They are perceived to be safer underpin one of the most extensive on- and off-road cycle because the routes are either separated from traffic or in environments with less networks of any city in Australia and support some of the and slower traffic. highest commuter cycling numbers.

The Framework aims to improve the safety and INTENT convenience of cycling for all ages and abilities in Northbourne Avenue’s verge will be increased to incorporate the existing on-road the corridor, making it an attractive option for short cycle lane by raising it to the level of the verge and separating it from the traffic. trips. Cycling helps to address two issues currently experienced in the corridor: high levels of physical The Framework also proposes that the important function of quieter side streets inactivity and traffic congestion. for cyclists be formally recognised and their designation as ‘Active Travel Streets’ be supported. They provide relatively direct routes from the neighbourhoods of the However, recent studies show that women and Inner North, such as Dickson and Lyneham, to the city centre. Active Travel Streets older people are under represented. By considering are streets which are designed to make on-road cycling and walking safer. infrastructure targeted to the interested yet concerned or less confident cyclist, there is scope to attract many DESIGN CRITERIA more riders, particularly for short trips of 2 to 5km. Cycling is like a more efficient form of walking, extending Greater separation from traffic will improve the safety of the cycle lane on the convenient walking distance from 1km to 5km Northbourne Avenue. The opportunity exists to improve the Northbourne Avenue if you cycle. cycle lane by separating cyclists from traffic and integrating the cycle lane into the verge. A separated cycle lane will be more attractive to a broader range of users, Map 13 shows the desired strategic cycling network with including city centre residents and residents of neighbouring suburbs. This safer a series of alternative types of cycling infrastructure. design is consistent with the recently established city cycle loop and is considered a logical expansion of this network. From a network perspective, this facility will also continue to provide for commuters travelling to or through the city centre.

In the longer term, alternative facility designs and alignments for the cycle lanes along Northbourne Avenue should be considered. Figure 11 and 12 identify an option for an alternative cycle lane design.

Improvements to intersections, line marking indicating bicycle use, speed limit reduction and street car parking changes are among the measures to be implemented as part of defining Active Travel Streets in the short term. Active Travel Streets will alert vehicle users to cycle use and promote greater safety along side streets of Northbourne Avenue. A pilot active travel street is currently proposed for Forbes Street and Moore Street, with the first round of upgrades focused on improving the safety of cyclists.

46 CITY AND GATEWAY DRAFT URBAN DESIGN FRAMEWORK ACCESS AND MOVEMENT GARDEN CITY CYCLE ROUTE Map 13 CITY AND GATEWAY CORRIDOR KEY CYCLE NETWORK ROUTES Analysis shows a gap in safe cycling connections in the eastern area of the corridor. There is an opportunity to provide a direct, B A R convenient cycling route to the city centre and Dickson. T O N H I G H The proposed Garden City Cycle Route is designed to fill W WATSON A Y this gap and provide safe and convenient cycle connections on the eastern side of the corridor. This new route will complement existing routes such as Sullivans creek DOWNER community route, Northbourne Avenue on-road route and new Active Travel Streets. R I V E A D E R R I N D G I N N E T INTENT LYNEHAM T R E A N T I L L S Using a variety of streets and places, the route would attract both cyclists on local trips and visitors exploring the city. The proposed Garden City Cycle Route would use existing streets to DICKSON E link Watson, Dickson, Ainslie and Braddon before connecting U N E V to the city and lake edge via the inner city cycle loop on Bunda A A R U and Allara streets. The route identified in Map 13 is notional J A and links schools, local centres and green spaces. The map M also shows alternative or additional route options. A strong wayfinding strategy is recommended to complement the Garden City Cycle Route. Branding will also be considered. M A C A R T H U R A V E Recent stakeholder engagement suggested that a section of the AINSLIE route could use the alignment of Haig Park to improve east-west O’CONNOR connections in the corridor in the future, complementing other east-west connections of Macarthur Avenue and Condamine and Ipima streets.

L I M E DESIGN CRITERIA S T TURNER O To maximise safety, the Garden City Cycle Route is proposed B BRADDON N A R E R as a dedicated lane for cyclists, separated from vehicles Y A D R I V E V E and pedestrians. N C U E O E V I O R Y D O N S G S K O E S C R E T R S ’ R

S N E CITY E

E A ACTON V T I L I N U L CENTRE S U L REID C

E S W A Y R K P A

Garden City Cycle Route Community route Active travel streets (inc. Sullivans Creek) Alternative Garden Northbourne Avenue East-West connector streets City Cycle Route cycle lanes City Cycle Loop

47 Figure 11 FO RMAL LANDSCAPE AVENUE CROSS-SECTION MEDIUM TERM NORTHBOURNE AVENUE 3 LANES EACH WAY WITH SEPARATE CYCLE LANE

Figure 12 FORMAL LANDSCAPE AVENUE LONG-TERM ASPIRATION NORTHBOURNE AVENUE 2 LANES EACH WAY WITH SEPARATE CYCLE WAY AND EXTENDED VERGE

EXISTING TREE REPLACED

NEW VERGE TREE SULLIVANS CREEK COMMUNITY ROUTE The Sullivans Creek shared path on the western side of the corridor currently attracts a diverse group of cyclists. It has recently been widened in parts and road crossings improved,

VEHICLE LANE which is a reflection on its popularity. The path runs along the REMOVED Sullivans Creek open space corridor, providing a high amenity as well as safe and convenient cycling route.

INTENT

3M There are opportunities to extend this popular route to the 3.2M 2.4M 3.5M 2.5M north and south. 0.7M BUFFER VEHICLE LANE VEHICLE LANE VEHICLE LANE

1.2M ADDED VERGE EAST-WEST WIDENED FOOTPATH SEPARATE CYCLEWAY SEPARATE CONNECTOR STREETS EXTENDED VERGE Improvements to cycling and pedestrian infrastructure have been undertaken in preparation for the beginning of light rail operation in 2018. Improvements include footpath widening and cycle lane installation on streets perpendicular to Northbourne Avenue, which is the active travel catchment of light rail. Condamine Street and Macarthur and Wakefield avenues are locations where improvements are planned or complete (Map 13). These improvements will continue.

48 CITY AND GATEWAY DRAFT URBAN DESIGN FRAMEWORK ACCESS AND MOVEMENT STRATEGIC Map 14 PROPOSED CITY AND GATEWAY ROAD NETWORK HIERARCHY ROAD NETWORK B A MITCHELL R T O N The corridor is supported by a road network of parkways and H I G Y D A H E A W arterial, distributor, collector and local roads. This section V

I W O H

R G

A R I outlines opportunities for managing the road network and Y D H

N A L N O R I E T the changes that will need to be made to the road network L D G E H F A N to facilitate a safer, more efficient and balanced movement G I

N M U E G network and to achieve urban renewal outcomes. F THE CHANGING ROLE OF NORTHBOURNE AVENUE WATSON MT G I N MAJURA N I Northbourne Avenue is part of Transport Canberra’s Frequent N D E R R A D Network for mass rapid transit and is integrating Light Rail R I V E E T T R E Stage 1 in the near future. The transit role and function of L S N T I L Northbourne Avenue could improve if through-traffic is diverted BRUCE A

Y E to alternative routes, including the arterial road networks of A DICKSON U W N E K V R A Majura Parkway and Gungahlin Drive, and alternative modes of A A G P R A N O N U E R J transport are encouraged and improved. Transport modelling G A G O’CONNOR M U T shows that a 50% reduction in through-traffic could occur as a V E N U E M A C A R T H U R A AINSLIE result of: L I M E S

B T O →→ changes in mode share from travel to work by car to active A N MT R E R

transport to reduce car travel Y A AINSLIE D V R E I N →→ increasing city centre pedestrian, cycling and public transport V E U E BLACK K travel by reprioritising the road user hierarchy, allowing E E MOUNTAIN R increased active travel priority C ’ S N A I V F A I R B →→ enhancing peripheral parkways to allow alternative access to L A L CITY I R U N S REID A V E Central Canberra CENTRE N U ACTON E →→ improving traffic routes in the Inner North as part of the North Canberra road network that supports travel on routes other

P than Northbourne Avenue. A R K LAKE E S

BURLEY W A To support these changes, road network improvements will GRIFFIN Y need to be made that take into account the wider metropolitan scale. This includes improvements to strategic routes (such as the parkways) and the district network of roads and changes to traffic distribution in certain areas (such as in and around the PARLIAMENT city centre) (Map 14). HOUSE

U E E N A V E I D E L A DEAKIN A D KINGSTON

M U G G C A A N Strategic Transit W Arterial Distributor B A E R Y R A A V E N U E RED HILL

49 ACCESS MANAGEMENT FOR NORTHBOURNE AVENUE As Northbourne Avenue progressively changes over time to a distinct, mixed-use urban boulevard linking Federal Highway to the city centre, it is important to address the issue of access to blocks fronting Northbourne Avenue. VEHICLE ACCESS INTENT Vehicle access to sites shall be located and designed to ensure pedestrian priority. The design of vehicle access arrangements should ensure that pedestrian desire lines and footpaths are maximised, the vehicle access way width is minimised and its PROPOSED CHANGES materials integrate seamlessly with the intended verge and TO THE ROAD NETWORK HIERARCHY setback area character. Over time, Northbourne Avenue is transitioning into a transit boulevard with Map 15 identifies the existing and proposed vehicular access greater public transport and local traffic distribution function. By transforming along Northbourne Avenue. the avenue to a people-focused boulevard, it will be safer and more attractive for people using active travel, including public transport, yet move more people. DESIGN CRITERIA To support this transformation, it is proposed that Northbourne Avenue’s road Vehicle crossovers to Northbourne Avenue shall be minimised. hierarchy classification be changed from ‘arterial road’ to ‘transit corridor’. In general, sites shall share vehicle access, via a shared space The ACT road hierarchy will need to recognise a new classification and define that can extend from Northbourne Avenue to the rear street the user priority for transit corridors routes. By identifying a new classification frontage, and may comprise designated mid-block links. The that recognises the greater role of active travel in the corridor, including public space shall be designed to prioritise pedestrian movement, transport, transport planners will be able to design the whole transport network to contain high quality public realm treatments, including tree respond to this policy. planting, footpaths and lighting.

There are strategic transport planning opportunities to comprehensively revise the Where a site cannot accommodate shared access, a maximum road hierarchy classifications and consider changes to other road classifications in one crossover shall be permitted. the future where planning identifies the need for functional or character changes. This may also apply, for example, to the planning of light rail stage 2.

50 CITY AND GATEWAY DRAFT URBAN DESIGN FRAMEWORK ACCESS AND MOVEMENT Map 15 NORTHBOURNE VEHICULAR ACCESS BICYCLE AND CAR PARKING A EXISTING B PROPOSED INTENT

B Y B A A R A R T T O O W N N H H H G I G Integrating car parking within buildings has a significant impact on site planning, landscape I I H G H W H A Y W L A Y A R and building design. On-site parking can be located underground or above ground within a E D E F structure. At grade car parking should be limited to enable delivery of intended landscape and communal open space outcomes. LYNEHAM LYNEHAM DOWNER DOWNER DESIGN CRITERIA →→ Car parking should be provided in basements or within parking structures screened from

M O U A T S T R E E T M O U A T S T R E E T the public realm by occupiable floor space. →→ The number of car parking bays complies with adopted car and bicycle parking standards. →→ Protrusion of car parks should not exceed 1m above ground level. Design solutions may DICKSON DICKSON E include stepping car park levels or using split-levels on sloping sites.

U

N E V

A → Direct, clearly visible and well-lit access should be provided into common circulation areas. →

E

N

R

U →→ A clearly defined and visible lobby or waiting area should be provided to lifts and stairs.

O

B

H

T →→ Natural ventilation should be provided to basement and sub-basement car parking areas. R O N

M A C A R T H U R A V E N U E M A C A R T H U R A V E →→ Ventilation grills or screening devices for car parking openings should be integrated into the facade and landscape design.

O’CONNOR E O’CONNOR

U

N

E →→ Conveniently located and sufficient numbers of parking spaces should be provided for V A

E

N motorbikes and scooters.

R

U

O

B

H

T →→ Secure undercover bicycle parking should be provided that is easily accessible from both

R

O N the public domain and common areas. End of trip facilities should be provided in non- HAIG PARK HAIG PARK residential buildings, consistent with Territory requirements.

TURNER BRADDON TURNER BRADDON →→ Outdoor and accessible bicycle parking should be provided for non-residential development. This may be accommodated in the verge or setback area where deemed appropriate and does not impact on pedestrian enjoyment of the street environment.

B A B A R R Y D R I V E R R Y D R I V E →→ Conveniently located charging stations are provided for electric vehicles, where desirable. →→ On grade parking should be avoided. Where on-grade car parking is unavoidable, the

D O N C I R CU following design solutions are used:

N C I I O T N R L O C D U I ACTON ACTON N T >> parking is located on the side or rear of the lot away from the primary street frontage O L >> cars are screened from view of streets, buildings, communal and private open space REID REID areas

P A R K E S W A Y W A Y >> safe and direct access to building entry points is provided R K E S P A >> parking is incorporated into the landscape design of the site, by extending planting and materials into the car park space Rear and side street access Parallel service access street >> stormwater run-off is managed appropriately from car parking surfaces No alternative access from Recommended future street >> bio-swales, rain gardens or on site detention tanks are provided, where appropriate side or sear streets connection Existing set down driveway No new setdown driveways >> light coloured paving materials or permeable paving systems are used and shade trees

are planted between every 4-5 parking spaces to reduce increased surface temperatures Limited direct access from large areas of paving Light rail station

Transport interchange

51 B A R T O N Y H A I G W H H W G A Y I H

L A R E D E F

LYNEHAM DOWNER

Map 16 WHERE MID-BLOCK LINKS ARE TO BE APPLIED MID-BLOCK LINKS INTENT M O U A T S T R E E T Mid-block links provide pedestrian and shared accessibility through Northbourne Avenue’s urban network. New mid-block

K links will provide legible, safe and comfortable movement

E

E R

C through to points of activity and the transit corridor. Modestly

S ’ N A scaled mid-block links between 5m and 10m wide can provide a V I L L DICKSON U public right of way through development sites to break up long

S blocks. Laneways do not require active frontages to be effective, and ground level entries to multi-unit residential dwellings can support adequate surveillance and a pleasant shady walking environment.

Map 16 identifies where mid-block links should be applied in the corridor.

AINSLIE DESIGN CRITERIA M A C A R T H U R A V E N U E →→ Mid-block links shall be provided through development sites O’CONNOR in the areas identified in these design guidelines. L I M E S →→ Mid-block links can be used for shared vehicle access, where T O N it is demonstrated pedestrians have priority. E

A V → Mid-block links should be between 5 and 10m wide. E → N U E →→ Where identified on the edge type plan, mid-block links shall be activated at ground level. →→ Mid-block links shall be adequately landscaped and lit to the satisfaction of the relevant authorities. HAIG PARK →→ Additional mid-block links may be required by the relevant authorities for large development sites and formalised in

TURNER BRADDON Development Control Plans. →→ Mid-block links should be landscaped, well-lit and accessible at all times.

B Figure 13 IMPROVING WALKING TIMES THROUGH A R R Y D R I V E PROVISION OF MID-BLOCK LINKS

EXISTING D O N C I R CU N I O T L

ACTON

East-west mid-block links

REID PROPOSED

P A R K E S W A Y

52 CITY AND GATEWAY DRAFT URBAN DESIGN FRAMEWORK BETTER PLACES AND ACTIVE STREETS

53 54 CITY AND GATEWAY DRAFT URBAN DESIGN FRAMEWORK BETTER PLACES AND ACTIVE STREETS BETTER PLACES AND ACTIVE STREETS

This chapter guides the transformation of our public areas, open spaces and streets into people- and business-friendly places that promote community life and engender a distinctive cosmopolitan atmosphere.

When competing with other cities for talent and tourists, our urban places, laneways and parks are our business card to the world and an important indicator of Canberra’s values, culture and quality of life. WHAT IS PLACE MAKING?

Place making is about creating places for people. More than buildings, design or architecture; it is about the often intangible elements that people identify with and relate to and that result in a sense of connection with place and enhanced health, happiness and wellbeing.

Place making is fundamental to good design and the creation of liveable and attractive neighbourhoods and communities. It involves a collaborative and often community- led process to shape public places and streets. Decision making and change is guided by a particular focus on physical, cultural and social characteristics.

Significant benefits can be achieved by using participatory place making processes to improve quality of life and connect communities. Great places can contribute to the social, health and environmental capital of a city by encouraging diversity, building social cohesion, connecting people with nature and providing an attractive setting for investment and innovation.

55 WHAT MAKES GOOD PLACES AND STREETS?

The following principles outline what makes good public places and streets.

Figure 14 STREETSCAPE ELEMENTS

IDENTITY PEDESTRIAN FOCUS →→ Provide distinctive urban form which responds to →→ Prioritise pedestrian movement and experience local environment context, landmarks and vistas →→ Encourage social interaction →→ Derive value from local character and culture →→ Create places to rest and linger →→ Acknowledge the cultural rights of Aboriginal and →→ Ensure climatically appropriate design Torres Strait Islander peoples and integrate Aboriginal →→ Create walkable street environments for all heritage and culture into public place design levels of ability →→ Provide supportive infrastructure

ATTRACTIVE AND SAFE RESOURCE EFFICIENT EASE OF MOVEMENT →→ Create a positive experience →→ Incorporate Water Sensitive Urban Design Principles →→ Highly accessible, catering for all →→ Provide green relief through trees and planting →→ Create a continuous tree canopy to combat Heat levels of ability →→ Ensure a positive edge environment/building Island Effect, and increase biodiversity →→ Provide legible streets hierarchy interface →→ Utilise materials which are durable, visually →→ Movement systems support all modes →→ Incorporate lighting, passive surveillance appropriate to their setting, easily maintained and →→ Good access to public transport locally sourced, wherever possible and way finding elements →→ Provide connectivity to places →→ Allow for utilities, but they should not dictate layout →→ Adapt traffic speed to suit all street uses →→ Intersections put people first →→ Well maintained →→ Clear passage for walking (i.e. avoid clutter)

56 CITY AND GATEWAY DRAFT URBAN DESIGN FRAMEWORK BETTER PLACES AND ACTIVE STREETS

DESTINATION SPACES FOR PLAY NATURALISED AREAS Creating spaces for children often results in increased Naturalised areas can have a profound effect on our PARK THEMES social interaction between adults. For this reason we are physical and emotional wellbeing. In an increasingly To cater for the various recreation encouraging a combination of formalised playground busy urban world, parks and open spaces can act needs of a diverse, active and healthy facilities and nature-based play areas to support as sanctuaries that allow people to take time out community, there are opportunities to physical activity and creative exploration. Haig Park and connect with nature. Naturalised open space consider multiple themes in the design of and Sullivans Creek lend themselves particularly well to should incorporate passive seating areas, providing destination parks in the city and gateway these types of inclusions, which are anticipated to also opportunities for calm and quiet reflection in the natural corridor. Some are listed as follows. be major attractors for families and generate important environment. flow-on health and lifestyle benefits. Where possible, play spaces should include facilities such as sheltered seating, toilets and barbecue areas to increase appeal and encourage greater use.

SPACES FOR EVENTS COMMUNITY GARDENS SOCIAL SPACES FOR GATHERING Community events in open spaces develop civic Community gardens allow people to grow their own Parks can provide active social spaces for people to pride, cultural awareness and a sense of place. Many food, learn and engage in activities that promote meet, linger and engage with others. Parks should spaces in Canberra offer opportunities for large and physical fitness. Just as importantly, community gardens be designed to include a diverse range of offerings small-scale events: outdoor cinema, markets, festivals give people opportunities to come together with a that reflect the community’s priorities, needs and and celebrations. These events increase open space common purpose, strengthening social networks and expectations. The identification of ‘zones’ or ‘precincts’ utilisation and social capital. Locations such as City encouraging healthy lifestyles. can be an effective way to approach park design Hill and Haig Park could potentially have a new role in ensuring a cohesive overall scheme, pleasant and providing space for major civic events, promoting their efficient movement routes and the clustering of symbolic and historical contributions to shaping the city. complementary uses. Potential uses to encourage activity and social interaction in destination parks could include dog parks, high quality lawn areas, exercise equipment, formal and informal play spaces and picnic and barbeque facilities.

57 NORTHBOURNE PLAZA

The section of Northbourne Avenue between the heritage-listed Sydney and Melbourne buildings will be transformed into a people-friendly place to mark the arrival in the city centre and give the heritage landmark greater prominence.

INTENT Verges along the avenue will be widened, increasing the space available for pedestrian activity. The median that exists between road carriageways will be retained and accommodate light rail stage two in the future.

DESIGN CRITERIA The completed plaza will feature new street trees and plantings, furniture, paving, lighting and public art, creating an attractive setting for this important civic, gateway and transit location. The improvements will reflect the ‘people first’ focus for this Figure 15 CITY CENTRE NORTHBOURNE AVENUE TRANSFORMATION priority space, which connects the city centre’s eastern and western activity zones.

A NORTHBOURNE PLAZA - STAGE 1 The changes will revitalise the pedestrian environment, better connect the plaza to ALINGA STREET - LONDON CIRCUIT Alinga Street and City Walk and extend the city walking network towards London Circuit

SYDNEY MELBOURNE and City Hill, stimulating new street life and activity and benefiting tenancies within the BUILDING BUILDING Sydney and Melbourne buildings.

A separated and dedicated cycle path will extend the city centre cycle network. The first stage of Northbourne Plaza will involve an increase in the width of the verges on each side of Northbourne Avenue from 2.5m to approximately 5m by relocating the bus set-down. In addition, the existing cycle lane will be widened from 1.2 to 1.5m and be separated from pedestrians and traffic. These improvements can be made without 60M reducing the width of the existing median, and there will still be three lanes each way 29M MEDIAN WIDTH for vehicles in the initial stage (Figure 15 A).

EXTENDED VERGE SEPARATE In the final stage, light rail will extend through Northbourne Plaza. Depending on CYCLE LANE the final spatial requirements of light rail, the verge (including cycle lane) could be B NORTHOBURNE PLAZA - FINAL STAGE increased further from approximately 6.5m to 9.7m. This can be achieved by removing ALINGA STREET - LONDON CIRCUIT one traffic lane on each side Figure( 15 B). The widened verge can provide for generous footpaths with opportunities for new street activities, street trees, wider separated SYDNEY MELBOURNE BUILDING BUILDING cycle lanes, and space for footpath dining.

60M 29M MEDIAN WIDTH

EXTENDED VERGE WIDENED CYCLE LANE

58 CITY AND GATEWAY DRAFT URBAN DESIGN FRAMEWORK BETTER PLACES AND ACTIVE STREETS

Map 17 REVITALISING HAIG PARK L O’CONNOR I M E REVITALISE HAIG PARK S T O N Haig Park is a significant green space and heritage-listed landscape feature at the E

A V heart of our city centre. Currently, Haig Park is one of the inner city’s largest yet most E N underutilised parks. The park is linear in design, straddling Northbourne Avenue and U E located next to the major urban renewal areas of Turner and Braddon (Map 17).

INTENT DESIGN CRITERIA There is the opportunity for Haig Park to become In response to the community’s feedback, the a distinctive and inviting destination for locals following design elements have been developed: HAIG PARK

and visitors alike and offer a cultural and urban S →→ Park rooms - proposes various smaller zones U recreation experience with play areas and natural L L

I for different active and passive uses and V A TURNER BRADDON amenity. Opportunities also exist to enhance east- N ’ programmed activities S west connections across Northbourne Avenue for

→→ Edges - defines primary edges for activation, pedestrians and cyclists and to promote the heritage

C

significance of the park. entries to the park, shared environments and R E

E quiet edges K As part of reimagining a future Haig Park, a master →→ Pathways - suggests path networks for plan is currently being prepared with strong input pedestrians and cyclists, including linear plazas, from the community. A first phase of community Northbourne renewal New mid-block links park streets, formalised desire lines and safe engagement in 2017 focused on understanding crossing points Potential development sites Existing mid-block links stakeholder and community views, issues and →→ Activities - defines themed activity areas Destination parks Garden City Cycle Route aspirations for Haig Park. It confirmed that people comprising of various park rooms, including quiet value and appreciate the park as a large green space Proposed pedestrian/ East-West Active Travel Connectors recreation and reflection, nature play, exercise cycle bridge close to the city centre. Many feel that the park needs Sullivans Creek cycle path and formal play, events and markets and a civic Light rail station to be improved to meet the needs of the changing plaza. Active Travel Streets urban area around it. The degree of change the community wants to see for Haig Park is varied. This preliminary design concept has been tested with Community members have suggested cafes, food the community and a draft master plan is anticipated vans and events in Haig Park, while others would like to be released for public feedback soon. the park preserved as it is, with minor changes to lighting, pathways and maintenance. Generally, the community considers that the park can provide for a variety of different active and passive uses, rather than the whole park being designed for one purpose.

59 Map 18 LOCATION OF PROPOSED WETLANDS, PEDESTRIAN AND CYCLE BRIDGES CONNECT AND ENHANCE SULLIVANS CREEK Y A B W Sullivans Creek can become the backbone of a network of A R H T G O I N H green open spaces offering high-quality recreation to urban and H I G L H A WATSON W R suburban communities along the corridor. A E Y D E F INTENT DOWNER Improved pedestrian and north-south cycling routes along Sullivans Creek can provide safe active travel connections to Northbourne Avenue, local centres and R I V E A D E R R community facilities. A multi-functional creek corridor can also protect and enhance I N D G I N N T key environmental values, improve ecological connectivity for wildlife and integrate R E E LYNEHAM S T I L L aboriginal heritage and culture into its design. A N T DICKSON DESIGN CRITERIA CREATE A SERIES OF DESTINATIONS E U N The creek corridor will become a safe, welcoming and pleasant commuter route and E V A recreational ‘green spine’ through the city, incorporating a series of destinations along A R U J the way - for example, parks and wetlands adjacent to the creek and recreation areas. E A U M Interpretative signage can be incorporated to celebrate the Aboriginal cultural heritage

N

E of the local area and history of the Northbourne Housing Precinct.

V A M A C A R T H U R A V E N U E E AINSLIE IMPROVE STORMWATER MANAGEMENT AND ECOLOGICAL VALUES

N

R

U A continuous green space link from the north to the south will create a unique, natural

O’CONNOR O B movement network, so Sullivans Creek will be recast as a major natural asset. Over

H

T recent years, a sequence of sustainable wetland and water harvesting initiatives R L

O I M have already been completed along the creek corridor. These initiatives have

N E S demonstrated the significant potential that exists to revitalise the corridor. Innovative T O N engineering projects have transformed parts of the creek into more engaging public E

A spaces while delivering on water quality, flood mitigation and ecological objectives. TURNER BRADDON V B E As urbanisation of the corridor continues to increase the area of impervious surface, A R N R U Y flood mitigation options will need to be considered as complementary works with the D R I V E E further development of the creek corridor. Five additional urban wetland locations are C E O identified next to the creek corridor (Map 18) to help regulate the flow of water in the V I O R Y main channel and provide increased amenity for surrounding areas. D O N S G S K O E S C R E T ACKNOWLEDGE THE CULTURAL RIGHTS OF ABORIGINAL AND R S ’ R

S N E

A CITY E TORRES STRAIT ISLANDER PEOPLES

E ACTON V T I L I N U L CENTRE S U C O Improvement to the Sullivans Creek corridor offers opportunities to acknowledge L N REID C S T I Aboriginal heritage and culture in the public place design of the corridor, and it is T U W A Y T I K E S O desirable to involve Aboriginal and Torres Strait Islander People in any place upgrades. R N A A V LAKE P E N U BURLEY E GRIFFIN

Proposed Possible Proposed Sullivans Creek destination parks wetland location pedestrian/ cycle bridge

60 CITY AND GATEWAY DRAFT URBAN DESIGN FRAMEWORK BETTER PLACES AND ACTIVE STREETS

Figure 16 POTENTIAL EDGE TREATMENT OF SULLIVANS CREEK

INCREASE ACTIVE TRAVEL IMPROVE SAFETY AND IMPROVE LINKS WITHIN OPPORTUNITIES SURVEILLANCE ALONG THE CREEK THE OPEN SPACE NETWORK The Sullivans Creek corridor is one of the most heavily The boundary conditions of the Sullivans Creek park Opportunities exist to elevate the prominence of parks utilised active travel routes in Canberra. Opportunities system vary considerably along its length. Street and natural amenity within the urban environment exist to reinforce and extend this network. At the frontages account for over half of Sullivans Creek’s and consolidate maintenance and investment by moment, the pathways cross a number of busy vehicle edges. These frontages allow pedestrians to access integrating and emphasising the presence of quality routes. The continuity of the pathways can be improved the area and provide passive surveillance for improved open space. Parks and green corridors will be better in these locations by giving path users greater priority safety. However, the remaining edges mostly comprise linked with urban areas, commercial centres and other and formalising crossing arrangements as demonstrated back fences. These areas have low levels of passive key destinations to provide a pleasant user experience, in recent upgrades in Turner and O’Connor (Map 18). surveillance from adjacent uses and may therefore feel support animal habitat and biodiversity and reinforce Further upgrades would improve travel times, reduce unsafe. Urban renewal creates opportunities to improve Canberra’s landscape character. Green spaces should the potential for accidents and encourage more walking this interface. There is the opportunity for buildings of be designed and linked in a way that promotes high and cycling. Opportunities also exist to strengthen adjacent blocks to better address and enhance access levels of accessibility, the use of living infrastructure, a active travel connections across the creek by providing to the creek (Figure 16). However, it should be noted transition between built and natural environments and additional cycle and pedestrian bridges to improve east- that, given the potential flooding risk associated with clearly legible entrances and connections. west active travel links between key destinations and development next to Sullivans Creek, any additional These opportunities will help to revitalise the urban strengthen connections with public transport (Map 12). development or redevelopment should be assessed ecosystem and transform undervalued open space into against standards for floods up to and above the 1% a sustainable green spine that connects the city and Annual Exceedance Probability. gateway corridor, improves ecological connectivity and provides new opportunities for walking, cycling and recreation.

61

SUSTAINABLE COMMUNITIES AND URBAN CULTURE SUSTAINABLE COMMUNITIES AND URBAN CULTURE

Canberra’s liveability is recognised globally and provides a significant competitive advantage as a place to live, work and do business. In competing with other cities for economic growth, skilled workers and future residents, Canberra needs to continue to offer unique lifestyle choices people want, including cultural events and great urban places, convenient transport options and diverse housing options.

INTENT By 2030, urban renewal in the city and gateway corridor will deliver liveable, inclusive and resilient communities with opportunities for distinctive urban lifestyles and a vibrant culture, building on the current level of diversity amongst people living, working and visiting the city and gateway corridor. The Framework supports the development of spaces that support a vibrant and connected community and cultural life, healthy lifestyles, housing diversity, and appropriate and adaptable community, sport and recreation facilities.

→→ Plan and deliver high quality public spaces that are liveable and allow for culturally enriched lifestyles and the enjoyment of nature in the city. This will be achieved by urban renewal of public spaces and buildings so that those places support a greater variety of cultural activities, a stronger evening and night-time economy and safe recreation opportunities with landscaped parks, gardens and play areas. →→ Design and facilitate public spaces for people that support safe, healthy and active lifestyles (Figure 17) so that it is easy for workers, residents and visitors to be active in the urban environment on a daily basis for greater physical and mental health and wellbeing. →→ Ensure that suitable, adaptable, affordable and well designed housing is available to a broad cross-section of Canberrans regardless of their age, household structure or tenure status. →→ Collaboratively plan and deliver community, sport and recreation facilities and services, ensuring that existing facilities are fit-for-purpose and can adapt to meet future community needs and that people- friendly public space is provided through urban renewal as required (Figure 18). →→ Support the transition to a net zero emissions city by ensuring efficient and sustainable buildings are available and the urban form supports low carbon living.

63 Figure 17 TARGET GROUPS FOR HOUSING DIVERSITY Figure 18 ACTIVE LIVING PRINCIPLES

CONNECTED PLACES  Providing connections between major uses and activity MILLENNIALS centres. More likely to rent rather than own a home, trade off house and yard size for proximity to city centre, which offer an urban lifestyle OPEN SPACE close to work together with opportunities for active travel. Providing high quality open spaces, parks and places.

MIXED LAND USE AND DENSITY

Encouraging diversity in activities, land uses and ACTIVE RETIREES development densities. Want to age in place and have the opportunity to downsize SAFE AND ATTRACTIVE PLACES locally, with many preferring their local area before transitioning  to higher-care accommodation. Ensuring places are safe and attractive to everyone using that place.

SUPPORTIVE INFRASTRUCTURE  Providing supportive infrastructure that encourages FAMILIES regular physical activity. May not necessarily choose to live in higher-density settings but would prefer a town house or terrace with a small garden for ENVIRONMENTS FOR ALL children and pets. Ensuring places are inclusive and have equitable access by all Canberrans.

Figure 19 PRINCIPLES OF COMMUNITY FACILITIES

SOCIALLY BENEFICIAL

ADAPTABLE FLEXIBLE & MULTI-PURPOSE COMMUNITY FACILITIES

WELL-LOCATED CO-LOCATED & VISIBLE & CLUSTERED

ACCESSIBLE & AFFORDABLE SUSTAINABLE

64 CITY AND GATEWAY DRAFT URBAN DESIGN FRAMEWORK

© Australian Capital Territory, Canberra 2017 This work is copyright. Apart from any use as permitted under the Copyright Act 1968, no part may be reproduced by any process without written permission from:

Director-General, Environment and Planning Directorate, ACT Government, GPO Box 158, Canberra ACT 2601.

Telephone: 02 6207 1923 Website: www.planning.act.gov.au